JP6637665B2 - Steering wheel - Google Patents

Description

  The present invention relates to a steering wheel for operating a steering angle of a vehicle such as an automobile, and more particularly to a steering wheel having a vibration damping mechanism.

  2. Description of the Related Art A steering wheel for operating a steering angle of a vehicle such as an automobile generally includes a core metal forming a skeleton of the steering wheel, and an airbag module disposed at a central portion of the steering wheel (for example, see Patent Reference 1 and Patent Document 2).

  The steering wheel described in Patent Document 1 has a pair of horn plates connected to a cored bar and an airbag module, and a dynamic damper (hereinafter simply referred to as a “damper”) that is a vibration damping mechanism between the horn plates. .) Is placed. The damper is configured to be connected to one horn plate via an elastic body, and to support the other horn plate movably in the vertical direction. With this configuration, the vibration frequency of the airbag module, which is the mass body, can be adjusted, and the vibration transmitted from the vehicle body to the steering wheel can be canceled out by the resonance of the airbag module.

  In the steering wheel described in Patent Literature 2, a fixing pin is arranged on a back holder (a retainer) that forms an airbag module via an elastic member that forms a damper, and the fixing pin is fixed to a core metal by a snap-in structure. It has a structure. The horn switch is disposed inside a cap member attached to the back holder (retainer) so as to cover the head of the fixing pin.

Japanese Patent No. 5153526 JP 2013-71626 A

  The steering wheel described in Patent Literature 1 described above has two horn plates, and thus has problems such as a large number of components and difficulty in positioning the airbag module due to integration tolerance. Further, in the steering wheel described in Patent Literature 2, although the number of horn plates can be reduced, the structure is complicated because the fixing pin, the damper, and the horn switch are integrated, and the manufacturing cost is reduced. There is a problem that it becomes bulky. In addition, since the integrated damper is disposed in the bag holder (retainer), the size of the bag holder (retainer) increases, which causes a problem in that the structural design of the steering wheel is restricted.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a steering wheel capable of reducing the number of parts, reducing the size of an airbag module, and improving mounting accuracy.

According to the present invention, in a steering wheel for controlling a steering angle of a vehicle, a metal core forming a skeleton of the steering wheel, an airbag module disposed at a central portion of the steering wheel, and a surface of the metal core A horn plate comprising only one sheet provided with a plurality of openings respectively inserted into a plurality of standing shaft members, a damper disposed between the shaft member and the openings, and A horn switch mechanism configured by a fixed contact disposed and a movable contact disposed on the horn plate, wherein the horn plate is configured to be movable along the shaft member, and the airbag module includes: is fixed to the horn plate, the horn plate position below the bottom of the retainer constituting the air bag module And, wherein the damper is a vibration transmitted to the steering wheel from the vehicle body side of the vehicle constitutes a dynamic damper for damping cancels the resonance of the airbag module, it the steering wheel is provided, wherein Is done.

  The horn plate may be attached to the metal core via the shaft member and the damper, and may constitute a part of a steering assembly. The horn plate has a resin layer formed so as to cover an edge of the opening and a surface and a back surface around the edge, and the damper includes a bush inserted through the resin layer and the shaft member. And may be arranged between them. The horn plate is urged in a direction away from the core by a coil spring disposed between the horn plate and the core, and the coil spring is locked to the resin layer or the bush. You may.

  The damper may include a substantially cylindrical body disposed between the shaft member and the opening, and a protrusion formed to be in contact with the surface of the horn plate. Further, the protruding portion may be formed in a flange shape with respect to the trunk portion, or may be formed so as to partially radially protrude from the trunk portion. Further, the body may have a plurality of protrusions or depressions on an inner surface or an outer surface for adjusting a damping frequency of the damper. Further, the trunk and the protrusion may be formed integrally, or may be configured as separate parts. Further, the damper may have a locking portion that can be locked to a back surface of the horn plate. Further, the resin layer may have a recess for accommodating the protrusion.

  The resin layer or the bush may have a plurality of protrusions at a contact portion with the damper for adjusting a damping frequency of the damper. Further, the airbag module may be fixed to the horn plate by a snap-in structure. The damper may have a tapered surface formed at an end of the opening through which the shaft member is inserted.

According to the steering wheel of the present invention described above, the horn plate is attached to the core via the damper, the airbag module is fixed to the horn plate, and the horn switch mechanism is disposed between the horn plate and the core. Thereby, the following excellent effects can be exhibited.
(1) Since only one horn plate is required, the number of parts can be reduced.
(2) There is no need to dispose a damper on the airbag module side, and the size of the airbag module can be reduced.
(3) The airbag module can be fixed to the horn plate, and the mounting accuracy of the airbag module can be improved.
(4) The damper can be arranged on the surface of the core metal (hub core) of the steering wheel, which can easily secure a relatively large space structurally, and the restriction on the structural design of the steering wheel can be reduced.
(5) The structure of the damper can be simplified, and the cost can be reduced.

1 is an overall configuration diagram showing a steering wheel according to a first embodiment of the present invention. It is a top view which shows the back surface (core metal side surface) of a horn plate. FIG. 3 is a partial cross-sectional view illustrating an arrangement configuration of a damper. FIG. 3 is a component development view showing a configuration of a damper. It is a fragmentary sectional view showing other embodiments of the present invention, (A) is a second embodiment, (B) is a third embodiment, (C) is a fourth embodiment, (D) is a fifth embodiment. Is shown. It is a component development view showing a 6th embodiment of the present invention. It is a perspective view which shows the modification of a damper, (A) is a 1st modification, (B) is a 2nd modification, (C) is a 3rd modification, (D) is a 4th modification, (E). Shows a fifth modification, (F) shows a sixth modification, (G) shows a seventh modification, and (H) shows an eighth modification. It is a perspective view which shows the modification of a damper, (A) is a 9th modification, (B) is a 10th modification, (C) is an 11th modification, (D) is a 12th modification, E) shows the thirteenth modification, and (F) shows the fourteenth modification. It is a perspective view which shows the modification of a bush, (A) is a 1st modification, (B) is a 2nd modification, (C) is a 3rd modification, (D) is a 4th modification, (E). Shows a fifth modification, and (F) shows a sixth modification. It is a perspective view which shows the other modification of a damper, (A) is a 15th modification, (B) is a 16th modification, (C) is a 17th modification, (D) is an 18th modification. (E) shows a nineteenth modification, and (F) shows a twentieth modification.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. Here, FIG. 1 is an overall configuration diagram showing a steering wheel according to the first embodiment of the present invention. FIG. 2 is a plan view showing the back surface (the surface on the core metal side) of the horn plate. FIG. 3 is a partial cross-sectional view showing the arrangement of the damper. FIG. 4 is an exploded view of components showing the arrangement of the dampers.

  As shown in FIGS. 1 to 4, a steering wheel 1 according to a first embodiment of the present invention is a steering wheel 1 that operates a steering angle of a vehicle, and a metal core 2 that forms a skeleton of the steering wheel 1. An airbag module 3 arranged at the center of the steering wheel 1 and a horn plate 4 having a plurality of openings 41 respectively inserted through a plurality of shaft members 21 erected on the surface of the cored bar 2. , A damper 5 disposed between the shaft member 21 and the opening 41, and a horn switch mechanism 6 formed between the cored bar 2 and the horn plate 4. The airbag module 3 is fixed to a horn plate 4.

  The cored bar 2 is a die-cast product such as magnesium or aluminum or a pressed product made of iron, and is a component that forms a skeleton of the steering wheel 1. Specifically, it has a rim portion forming the axis of the annular handle portion 11, a hub core portion 2a connected to the steering shaft, and a spoke portion connecting the rim portion and the hub core portion 2a. . The outer periphery of the cored bar 2 is molded with resin as necessary, and the steering wheel 1 as shown in FIG. 1 is formed. The steering wheel 1 has a handle portion 11 and a spoke portion 12, and the airbag module 3 is mounted in a space formed substantially at the center.

  The airbag module 3 includes, for example, an airbag that is inflated and deployed in an emergency, an inflator that supplies gas to the airbag, a retainer 31 that supports the airbag and the inflator, and a module cover that covers the airbag, the inflator, and the retainer 31. 32. As for the airbag, the inflator and the module cover 32, a known configuration conventionally used can be arbitrarily applied, and is not limited to the illustrated shape.

The airbag module 3 is fixed to the horn plate 4 by, for example, a snap-in structure. Therefore, a claw 33 to be inserted into the opening 43 formed in the horn plate 4 is formed at the bottom of the retainer 31. The claw portion 33 has a shaft portion and a return portion, and when the return portion is inserted into the opening 43 of the horn plate 4, the bending spring 45 disposed on the horn plate 4 causes the bending spring 45 disposed between the return portion and the bottom surface of the retainer 31. Locked.

  The horn plate 4 is made of, for example, an annular metal plate having an opening 42 at the center, as shown in FIG. In the plane portion of the horn plate 4, three openings 41 are formed at positions forming the vertices of a triangle, and two insertion holes 43 are formed at left and right positions. The damper 5 is disposed in the opening 41, and the claw 33 of the airbag module 3 is inserted into the insertion hole 43.

  In FIG. 1, the damper openings 41 are arranged such that one opening 41 is arranged at a position close to the occupant, and the remaining two openings 41 are arranged on the left and right of the position distant from the occupant. It is not limited to such an arrangement. Further, the number of the openings 41 and the insertion holes 43 is not limited to the number shown in the figure, and may be, for example, a combination of two openings 41 and three insertion holes 43.

  The horn plate 4 has a resin layer 44 formed so as to cover the edge of the opening 41 and the front and back surfaces around the edge. In FIG. 2, for convenience of description, the resin layer 44 is grayed out and displayed. The resin layer 44 may be formed so as to cover the edge of the insertion hole 43 and the front and back surfaces around the edge. The resin layer 44 is formed, for example, by insert molding in which a resin is injected into a metal plate forming the horn plate 4 inserted in a mold and the resin is integrated with the metal plate.

  The resin layer 44 retains the dimensional accuracy of the metal plate constituting the horn plate 4, retains the bending spring 45 constituting the snap-in structure, and the positioning projection (the horn) which contacts the bottom of the retainer 31. (Formed on the back surface of the plate 4), a coil spring 46 described later is locked, and the damper 5 that contacts the edge of the opening 41 is protected from a metal material.

  In addition, a bending spring 45 is disposed in the insertion hole 43 so as to cross the opening, and is held by the resin layer 44 so as to be slidable in the direction of the arrow in FIG. The bending spring 45 is formed of, for example, a metal rod formed in a substantially M-shape, and is locked by the protrusion 44 a and the hook 44 b formed on the resin layer 44.

  The insertion hole 43 and the bending spring 45 form a snap-in structure. When the claw 33 of the airbag module 3 is inserted into the insertion hole 43, the bending spring 45 is pushed and retreated in the direction of the arrow and slides. 33 is fixed to the horn plate 4. Note that the illustrated snap-in structure is merely an example, and may have another configuration.

  As shown in FIG. 3, the horn plate 4 is urged in a direction away from the core 2 by a coil spring 46 disposed between the horn plate 4 and the core 2. 44. On the back surface (the surface on the side of the core metal 2) of the resin layer 44, a hook portion 44 c for locking the coil spring 46 is formed.

  Here, the arrangement configuration of the damper 5 will be described with reference to FIGS. The metal core 2 has a convex portion 22 at a position where the shaft member 21 is fixed, and the convex portion 22 has a bolt hole 23. The protruding portion 22 is formed to secure the length of the bolt hole 23, and it is not necessary to form the protruding portion 22 when the cored bar 2 has a sufficient thickness.

  As the shaft member 21, for example, a bolt having a flange-shaped head is used. The front end of the shaft member 21 is screwed into the bolt hole 23 so that the shaft member 21 stands upright on the metal core 2. The shaft member 21 is arranged so as to pass through the opening 41 of the horn plate 4, and the coil spring 46 is arranged between the projection 22 of the metal core 2 and the horn plate 4.

  The shaft member 21 is not limited to the configuration shown in the drawing, and may be, for example, a bolt inserted into the core 2 from the back or a bolt formed on the surface of the core 2 and screwed thereto. It may be constituted by a shoulder nut.

  Further, as shown in FIG. 3, the horn switch mechanism 6 includes a movable contact 61 disposed on the horn plate 4 and a fixed contact 62 disposed on the metal core 2. The fixed contact 62 is fixed, for example, to the top of the convex portion 24 formed on the metal core 2, and is arranged at a height at which the movable contact 61 can be contacted by the vertical movement of the horn plate 4. However, the arrangement of the movable contact 61 and the fixed contact 62 is not limited to the illustrated configuration. For example, the fixed contact 62 is fixed to the front surface of the cored bar 2 and the movable contact 61 is moved downward from the back surface of the horn plate 4. You may make it arrange | position in the extended position.

  The damper 5 includes, for example, a substantially cylindrical body 51 disposed between the shaft member 21 and the opening 41, and a protrusion 52 formed to be able to contact the surface of the horn plate 4 (the resin layer 44). , And the body portion 51 and the protruding portion 52 are integrally formed. The damper 5 is an elastic body formed of, for example, rubber (specifically, synthetic rubber such as ethylene-propylene-diene rubber (EPDM)) or silicon. Further, the damper 5 is disposed between the resin layer 44 and the bush 53 inserted into the shaft member 21. The protruding portion 52 is formed, for example, in a flange shape whose entire circumference is enlarged with respect to the body portion 51.

  The bush 53 is made of, for example, resin, and has a shaft portion 53a inserted into the body portion 51 of the damper 5 and a flange portion 53b disposed on the upper surface of the protrusion 52 of the damper 5. The bush 53 is a component that prevents contact between the damper 5 and the shaft member 21 and suppresses wear of the damper 5. As shown in FIG. 4, the shaft portion 53a may be configured by a plurality of columnar portions, or may be formed in a cylindrical shape. The flange 53b may have a projection 53c formed on the upper surface thereof to suppress sticking to other components. Here, the projections 53c are formed in a lattice shape, but the shape is not limited to such a shape.

  Between the flange portion 53b of the bush 53 and the head of the shaft member 21, a thin ring-shaped elastic body 54 may be inserted. By disposing the elastic body 54, when the horn plate 4 is moved up and down, it is possible to suppress the generation of abnormal noise caused by the contact between the shaft member 21 and the bush 53. In addition, the elastic body 54 is not limited to the illustrated shape, and may be omitted as necessary.

  The damper 5 is disposed between the horn plate 4 and the shaft member 21. The resin layer 44 is disposed between the damper 5 and the horn plate 4, and the bush 53 is disposed between the damper 5 and the shaft member 21. Therefore, it is possible to avoid contact with the corners and sliding parts of the metal component, and it is possible to suppress wear and deterioration of the damper 5. In particular, by using the resin layer 44 formed on the horn plate 4 as a part of the arrangement of the damper 5, there is no need to separately arrange a component for protecting the damper 5 from contact with the horn plate 4, and the horn plate There is no need to form a mechanism for holding the coil spring 46 for urging the coil spring 4 on the damper 5 side, and the structure of the damper 5 can be simplified.

  According to the steering wheel 1 having the above-described damper 5, when the airbag module 3 is pressed, the horn plate 4 moves in the direction of the metal core 2 (downward) along the shaft member 21, and the movable contact 61 is moved. The horn switch mechanism 6 operates by contacting the fixed contact 62. At this time, the damper 5, the bush 53, and the elastic body 54 arranged in the opening 41 also move along the shaft member 21 together with the horn plate 4. When the force for pressing down the airbag module 3 is released, the horn plate 4, the damper 5, the bush 53, and the elastic body 54 return to the positions shown in FIG. .

  Further, the damper 5 adjusts the vibration frequency of the airbag module 3, which is a mass body fixed to the horn plate 4, and suppresses the vibration transmitted from the vehicle body to the steering wheel 1 by canceling the vibration of the airbag module 3. It functions as a vibrating dynamic damper.

According to the steering wheel 1 according to the above-described embodiment, not only can the damper 5 be used as a so-called dynamic damper, but also the following effects can be exhibited.
(1) Since only one horn plate 4 is required, the number of parts can be reduced.
(2) There is no need to dispose the damper 5 on the airbag module 3 side, and the airbag module 3 can be downsized.
(3) The airbag module 3 can be fixed to the horn plate 4, and the mounting accuracy of the airbag module 3 can be improved.
(4) The damper 5 can be arranged on the surface of the metal core 2 (hub core portion 2a) of the steering wheel 1 where it is easy to secure a relatively large space structurally, thereby reducing the restriction on the structural design of the steering wheel 1. be able to.
(5) The structure of the damper 5 can be simplified, and the cost can be reduced.
(6) Since the horn plate 4 is attached to the metal core 2 via the shaft member 21 and the damper 5, it constitutes a part of the steering assembly and facilitates handling of the steering wheel 1 in manufacturing. The steering wheel 1 can be completed only by assembling the airbag module 3 to the steering assembly, and the manufacturing cost can be reduced.

  Next, a steering wheel 1 according to another embodiment of the present invention will be described with reference to FIGS. Here, FIG. 5 is a partial cross-sectional view showing another embodiment of the present invention, wherein (A) is the second embodiment, (B) is the third embodiment, (C) is the fourth embodiment, D) shows the fifth embodiment. FIG. 6 is an exploded view of a part showing a sixth embodiment of the present invention. Note that the same components as those of the first embodiment shown in FIGS. 1 to 4 are denoted by the same reference numerals, and redundant description will be omitted. 5A, 5B, and 5D, the illustration of the shaft member 21 is omitted for convenience of description.

  In the second embodiment shown in FIG. 5A, the damper 5 has a locking portion 55 that can be locked to the resin layer 44 on the back surface of the horn plate 4. By forming the locking portion 55, a groove into which the horn plate 4 (including the resin layer 44) can be inserted can be formed in the damper 5 between the projecting portion 52 and the locking portion 55. Can be fixed to the opening 41. Therefore, the vertical movement of the damper 5 generated when the horn plate 4 is moved up and down can be suppressed, and the dropout and wear of the damper 5 can be suppressed. At this time, the hook portion 44c for locking the coil spring 46 formed on the resin layer 44 is formed at a position moved outward from the opening 41, and the step portion on which the locking portion 55 of the damper 5 can be arranged. Is formed.

  In the third embodiment shown in FIG. 5B, the coil spring 46 is locked to the bush 53. The bush 53 has a flange-shaped bottom 53d for holding the lower end of the damper 5, and a hook 53e for locking the coil spring 46 is formed on the bottom 53d. At this time, in order to move the damper 5 along the shaft member 21 by the movement of the horn plate 4, the locking portion 55 may be formed on the damper 5 as shown in the above-described second embodiment. .

  In the fourth embodiment shown in FIG. 5C, a concave portion 44d for accommodating the damper 5 is formed in the resin layer 44 formed on the surface of the horn plate 4. The concave portion 44d is formed by partially increasing the height of the resin layer 44. Only the damper 5 is accommodated in the concave portion 44d, and the bush 53 is disposed on the upper surface of the resin layer 44 so as to cover the concave portion 44d. With this configuration, the pressure applied to the damper 5 by the flange portion 53b of the bush 53 can be reduced, and the life of the damper 5 can be extended.

  In the fifth embodiment shown in FIG. 5D, a plurality of protrusions 44e for adjusting the damping frequency of the damper 5 are formed on the resin layer 44. The protrusion 44 e is formed at a contact portion with the damper 5, and is formed at, for example, a portion that contacts the surface of the body 51 of the damper 5, a portion that contacts the back surface of the protrusion 52 of the damper 5, or both of them Is done. The protrusion 44e may be formed in a dot shape or a linear shape. Since the resin layer 44 is formed of a resin that is insert-molded, the protrusions 44e can be easily formed. Further, by forming the projection 44e, it is possible to set an optimum vibration damping frequency and amplitude for each vehicle type and each vehicle body.

  The sixth embodiment shown in FIG. 6 uses a conventional damper 5 arrangement in the opening 41 of the horn plate 4. In FIG. 6, the illustration of the horn plate 4 is omitted for convenience of explanation. Similar to the first embodiment described above, the arrangement configuration of the illustrated damper 5 includes the damper 5, the bush 53, and the elastic body 54, and may include the protector ring 56 disposed on the outer periphery of the damper 5. Good. As the arrangement of the conventional damper 5, for example, one described in Japanese Patent No. 5005019 can be used.

  The bush 53 includes, for example, a first bush 531 inserted from the upper part of the damper 5 and a second bush 532 inserted from the lower part of the damper 5. By being locked to the two bushes 532, they can be integrated. A hook portion for locking the coil spring 46 may be formed on the back surface of the second bush 532.

  The protector ring 56 is a component for avoiding contact between the damper 5 and a metal component. Therefore, when the resin layer 44 is formed in the opening 41 of the horn plate 4, the protector ring 56 may be omitted. When the resin layer 44 cannot be formed in the opening 41 of the horn plate 4, the damper 5 can be protected by disposing the protector ring 56. The protector ring 56 has a shape that can be fitted into the opening 41 of the horn plate 4, and has a projection 56 a that suppresses rotation of the damper 5 and the first bush 531 around the shaft member 21. Good.

  Next, a modified example of the damper 5 will be described with reference to FIGS. 7 (A) to 8 (F). Here, FIG. 7 is a perspective view showing a modified example of the damper, where (A) is a first modified example, (B) is a second modified example, (C) is a third modified example, and (D) is a third modified example. (E) shows a fifth modification, (F) shows a sixth modification, (G) shows a seventh modification, and (H) shows an eighth modification. 8A and 8B are perspective views showing a modification of the damper. FIG. 8A is a ninth modification, FIG. 8B is a tenth modification, FIG. 8C is an eleventh modification, and FIG. (E) shows a thirteenth modification, and (F) shows a fourteenth modification. Note that the same components as those of the first embodiment shown in FIGS. 1 to 4 are denoted by the same reference numerals, and redundant description will be omitted.

  In the first modification of the damper 5 shown in FIG. 7A, the protrusion 52 is formed in a substantially hexagonal flange shape. In a second modified example of the damper 5 shown in FIG. 7B, the projecting portion 52 is formed in a substantially triangular flange shape with rounded corners. In a third modified example of the damper 5 shown in FIG. 7C, the projecting portion 52 is formed in a substantially rectangular flange shape. As described above, the projecting portion 52 of the damper 5 is not limited to a circular shape, but can be formed in any shape.

  In a fourth modification of the damper 5 shown in FIG. 7D, the protrusion 52 is formed so as to partially radially project from the body 51. In the fourth modified example, three rectangular protrusions 52 are formed. The fifth modified example of the damper 5 shown in FIG. 7E is one in which four rectangular projections 52 are formed. A sixth modified example of the damper 5 shown in FIG. 7 (F) is one in which five rectangular projections 52 are formed. A seventh modified example of the damper 5 shown in FIG. 7 (G) is one in which four substantially trapezoidal projections 52 are formed. An eighth modification of the damper 5 shown in FIG. 7H has four substantially triangular protrusions 52 each having a smoothly formed front end.

  As described above, the projecting portion 52 does not necessarily need to be formed over the entire circumference of the body portion 51, and substantially the same effect can be obtained even if it is formed partially. Further, by changing the number and shape of the protruding portions 52, it is possible to set an optimal vibration damping frequency and amplitude for each vehicle type and each vehicle body.

  In a ninth modification of the damper 5 shown in FIG. 8A, a plurality of protrusions 51 a for adjusting the vibration damping frequency of the damper 5 are formed on the inner surface of the body 51. The protruding portion 51a is configured by, for example, a groove formed along the axial direction, but is not limited to this configuration. For example, the protrusion 51a may be a plurality of point-like protrusions formed on the inner surface of the body 51, or may be a linear protrusion inclined with respect to the axial direction.

  When the projection 51a is formed by a groove, it can be rephrased as a depression formed on the inner surface of the body 51. Although the configuration having four protrusions 52 is shown here, the configuration of the protrusions 52 is not limited to such a shape, and the first embodiment and the first to eighth modifications are described. Can be arbitrarily selected from those shown in FIG.

  The tenth modification of the damper 5 shown in FIG. 8B has a plurality of protrusions 51 a formed on the outer surface of the body 51 for adjusting the damping frequency of the damper 5. The protruding portion 51a is configured by, for example, a groove formed along the axial direction, but is not limited to this configuration. For example, the protrusion 51a may be a plurality of point-like protrusions formed on the inner surface of the body 51, or may be a linear protrusion inclined with respect to the axial direction. When the protrusion 51a is formed by a groove, it can be rephrased as a depression formed on the outer surface of the body 51.

  In an eleventh modification of the damper 5 shown in FIG. 8C, the interval between the protrusions 51a (or depressions) shown in the ninth modification is widened. In a twelfth modified example of the damper 5 shown in FIG. 8D, the interval between the protrusions 51a (or depressions) shown in the tenth modified example is formed wider. As described above, in the modified example of the damper 5 shown in FIGS. 8A to 8D, the contact area between the body 51 and the shaft member 21 or the resin layer 44 can be adjusted, and the It is possible to set the optimum vibration damping frequency and amplitude.

  In a thirteenth modification of the damper 5 shown in FIG. 8E, a plurality of depressions 51 b for adjusting the damping frequency of the damper 5 are formed on the inner surface of the body 51. The depressions 51 b are formed at three places on the inner surface of the body 51, for example, by forming a substantially triangular prism-shaped cavity at the center of the body 51. The number of the depressions 51b may be one, two, or four or more. Further, the depression 51b may be formed only in a part in the axial direction. According to such a modification as well, the contact area between the trunk portion 51 and the shaft member 21 can be adjusted, and the optimum vibration damping frequency and amplitude can be set for each vehicle type and vehicle body.

  In a fourteenth modified example of the damper 5 shown in FIG. 8 (F), the trunk portion 51 and the protruding portion 52 are configured as separate components. At this time, a different material (resin or metal) forming the body 51 and a different material (resin or metal) forming the protruding portion 52 may be used depending on the application. For example, a hard material may be used for the protruding portion 52 to which a load is applied when the horn plate 4 moves up and down, and a soft material may be used for the body portion 51 with a low load. Further, in order to adjust the vibration damping frequency of the damper 5, the body 51 and the protrusion 52 may be made of different materials.

  Next, a modified example of the bush 53 will be described with reference to FIGS. Here, FIG. 9 is a perspective view showing a modified example of the bush, (A) is a first modified example, (B) is a second modified example, (C) is a third modified example, and (D) is a third modified example. Fourth modification, (E) shows a fifth modification, and (F) shows a sixth modification. Note that the same components as those of the first embodiment shown in FIGS. 1 to 4 are denoted by the same reference numerals, and redundant description will be omitted.

  In the first modified example of the bush 53 shown in FIG. 9A, a plurality of protrusions 53f for adjusting the vibration damping frequency of the damper 5 are formed on the flange 53b of the bush 53 at the contact portion with the damper 5. Things. In the first modified example, three extending portions are formed radially from the annular portion of the flange portion 53b, and a point-like projection 53f is formed on each of the extending portions. Note that the shape of the flange portion 53f is not limited to the illustrated one, and may have an annular shape as a whole as shown in the first embodiment. By forming the projection 53f on the bush 53, the contact area between the damper 5 and the bush 53 can be adjusted, and the optimum vibration damping frequency and amplitude can be set for each vehicle type and vehicle body.

  In a second modification of the bush 53 shown in FIG. 9B, six extending portions are formed radially from the annular portion of the flange portion 53b, and a point-like projection 53f is formed on each of the extending portions. It is formed. In a third modification of the bush 53 shown in FIG. 9C, three extending portions are formed radially from the annular portion of the flange portion 53b, and a linear projection 53f is formed on each of the extending portions. It is formed. In a fourth modification of the bush 53 shown in FIG. 9D, the line width of the linear projection 53f shown in the third modification is reduced. As described above, the extending portion formed on the flange portion 53 of the bush 53 can be arbitrarily formed, and the shape and size of the projection 53f can be arbitrarily set.

  In a fifth modification of the bush 53 shown in FIG. 9E, a plurality of projections 53f for adjusting the vibration damping frequency of the damper 5 are formed on the outer surface of the shaft 53a of the bush 53. As shown in the figure, when the shaft 53a is composed of a plurality of pillars, a point-like projection 53f may be formed on each pillar. Note that the shaft portion 53a may have a cylindrical shape. By forming the projection 53f on the bush 53, the contact area between the damper 5 and the bush 53 can be adjusted, and the optimum vibration damping frequency and amplitude can be set for each vehicle type and vehicle body. Further, the shape and the number of the protrusions 53f can be set arbitrarily.

  The sixth modified example of the bush 53 shown in FIG. 9 (F) is one in which a plurality of protrusions 53f for adjusting the vibration damping frequency of the damper 5 are formed on both the shaft 53a and the flange 53b of the bush 53. It is. Here, a combination of the first modified example shown in FIG. 9A and the fifth modified example shown in FIG. 9E is shown, but the present invention is not limited to such a combination and is described above. Modifications of the bush 53 can be arbitrarily combined, and can be applied to the bush 53 in the above-described first embodiment. By forming the projection 53f on the bush 53, the contact area between the damper 5 and the bush 53 can be adjusted, and the optimum vibration damping frequency and amplitude can be set for each vehicle type and vehicle body. Further, the shape and the number of the protrusions 53f can be set arbitrarily.

  Next, still another modified example of the damper 5 will be described with reference to FIGS. Here, FIG. 10 is a perspective view showing another modification of the damper, where (A) is a fifteenth modification, (B) is a sixteenth modification, (C) is a seventeenth modification, (D) shows an eighteenth modification, (E) shows a nineteenth modification, and (F) shows a twentyth modification. Note that the same components as those in the above-described first embodiment are denoted by the same reference numerals, and redundant description will be omitted.

  As described above, the damper 5 has a function of reducing the vibration transmitted from the vehicle body side to the steering wheel 1, and the frequency to be damped (damping frequency) is the hardness of the synthetic rubber constituting the damper 5. Can be adjusted. For example, when the vibration damping frequency is low, the hardness of the synthetic rubber forming the damper 5 may be reduced, and when the vibration damping frequency is high, the hardness of the synthetic rubber forming the damper 5 may be increased. However, there is a limit to the level of the hardness of the synthetic rubber, and development of a special synthetic rubber may cause an increase in cost.

  Therefore, in the modified example of the damper 5 shown in FIGS. 10A to 10F, the contact area between the damper 5 and the shaft member 21 is adjusted. Specifically, the damper 5 has a tapered surface 5b formed at the end of the opening 5a through which the shaft member 21 is inserted so as to reduce the contact area with the shaft member 21. By forming the tapered surface 5b at the end of the contact portion between the damper 5 and the shaft member 21 as described above, when the shaft member 21 swings in the left-right direction, the taper surface 5b is generated between the damper 5 and the shaft member 21. The load can be reduced, and the shaft member 21 can be inclined following the tapered surface 5b. The damping frequency of the damper 5 can be adjusted by the amount of relative inclination of the shaft member 21 with respect to the damper 5.

  In a fifteenth modification of the damper 5 shown in FIG. 10A, a tapered surface 5b is formed at an end of the opening 5a on the airbag module 3 side. In a sixteenth modification of the damper 5 shown in FIG. 10B, the tapered surface 5b shown in the fifteenth modification is formed large. As described above, the area where the tapered surface 5b is formed can be arbitrarily changed according to conditions such as the type of the steering wheel, the type of the airbag module, the vehicle type, and the vibration suppression frequency.

  In a seventeenth modification of the damper 5 shown in FIG. 10C, a tapered surface 5b is formed at an end of the opening 5a on the core metal 2 side. In an eighteenth modified example of the damper 5 shown in FIG. 10D, the tapered surface 5b shown in the seventeenth modified example is formed to be large. In this way, the place where the tapered surface 5b is formed may be formed only at the end on the side of the airbag module 3 depending on the conditions such as the type of the steering wheel, the type of the airbag module, the vehicle type, and the vibration suppression frequency. Alternatively, it may be formed only at the end on the core metal 2 side.

  In a nineteenth modification of the damper 5 shown in FIG. 10E, a tapered surface 5b is formed at both ends of the opening 5a on the airbag module 3 side and the core 2 side. In a twentieth modification of the damper 5 shown in FIG. 10F, both tapered surfaces 5b shown in the nineteenth modification are formed to be large. As described above, the tapered surface 5b is formed at both ends of the airbag module 3 side and the cored bar 2 side in accordance with conditions such as the type of the steering wheel, the type of the airbag module, the vehicle type, the vibration damping frequency, and the like. You may. Note that among the modifications of the damper 5 shown in FIGS. 10A to 10F, the damper 5 according to the twentieth modification shown in FIG. 10F sets the damping frequency to the lowest. Can be.

  The present invention is not limited to the above-described embodiment. For example, various changes may be made without departing from the spirit of the present invention. For example, the protrusion 51a may be formed on both the inner surface and the outer surface of the body 51 of the damper 5. Of course, it is possible.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Core 2a Hub core part 3 Airbag module 4 Horn plate 5 Damper 5a Opening 5b Tapered surface 6 Horn switch mechanism 11 Handle part 12 Spoke part 21 Shaft member 22, 24 Convex part 23 Bolt hole 31 Retainer 32 Module cover 33 Claws 41, 42 Opening 43 Insertion hole 44 Resin layer 44a Protrusion 44b, 44c Hook 44d Recess 44e Projection 45 Bending spring 46 Coil spring 51 Body 51a Projection 51b Depression 52 Projection 53 Bush 53a Shaft 53b Flange portion 53c Projection portion 53d Bottom portion 53e Hook portion 53f Projection portion 54 Elastic body 55 Locking portion 56 Protector ring 56a Projection portion 61 Movable contact 62 Fixed contact 531 First bush 531a Hook portion 532 Second bush

Claims (13)

In a steering wheel that operates a steering angle of a vehicle,
A core metal forming a skeleton of the steering wheel;
An airbag module disposed at the center of the steering wheel;
A horn plate consisting of only one sheet provided with a plurality of openings to be respectively inserted into a plurality of shaft members provided upright on the surface of the cored bar,
A damper disposed between the shaft member and the opening;
A horn switch mechanism configured by a fixed contact disposed on the cored bar and a movable contact disposed on the horn plate,
The horn plate is configured to be movable along the shaft member, the airbag module is fixed to the horn plate ,
The horn plate is located below a bottom of a retainer that constitutes the airbag module, and the damper suppresses vibration transmitted from the vehicle body side of the vehicle to the steering wheel due to resonance of the airbag module. Constituting a dynamic damper that shakes
A steering wheel, characterized in that:
  2. The steering wheel according to claim 1, wherein the horn plate is attached to the metal core via the shaft member and the damper, and forms a part of a steering assembly. 3.   The horn plate has a resin layer formed so as to cover an edge of the opening and a surface and a back surface around the edge, and the damper includes a bush inserted through the resin layer and the shaft member. The steering wheel according to claim 1, wherein the steering wheel is disposed between the steering wheel and the steering wheel.   The horn plate is urged by a coil spring disposed between the core bar and the core bar in a direction away from the core bar, and the coil spring is locked to the resin layer or the bush. The steering wheel according to claim 3, wherein:   The damper includes a substantially cylindrical body disposed between the shaft member and the opening, and a protrusion formed to be able to contact a surface of the horn plate. Item 2. The steering wheel according to item 1.   The steering wheel according to claim 5, wherein the protrusion is formed in a flange shape with respect to the body portion or is formed so as to partially radially project from the body portion. .   The steering wheel according to claim 5, wherein the body has a plurality of projections or depressions on an inner surface or an outer surface for adjusting a damping frequency of the damper.   The steering wheel according to claim 5, wherein the trunk and the protrusion are formed integrally or as separate components.   The steering wheel according to claim 5, wherein the damper has a locking portion that can be locked to a back surface of the horn plate.   The steering wheel according to claim 5, wherein the resin layer has a concave portion that accommodates the protruding portion.   4. The steering wheel according to claim 3, wherein the resin layer or the bush has a plurality of protrusions at a contact portion with the damper for adjusting a damping frequency of the damper. 5.   The steering wheel according to claim 1, wherein the airbag module is fixed to the horn plate by a snap-in structure. The steering wheel according to claim 1, wherein the damper has a tapered surface formed at an end of an opening through which the shaft member is inserted.