JPWO2016002507A1 - Steering wheel vibration reduction structure - Google Patents

Abstract

A steering wheel device capable of effectively attenuating shimmy vibration while having a simple structure is provided. A steering wheel device for a vehicle according to the present invention includes a cored bar member coupled to a steering shaft, an airbag module that accommodates an airbag cushion and an inflator, and is disposed on the cored bar member. And a damper unit that is disposed between the core metal member and the airbag module and attenuates vibration of the steering wheel. The airbag module functions as a mass body for vibration damping. And the said damper unit is arrange | positioned along the line radially extended from the rotation center of a steering wheel, and has a shimmy buffer member which attenuates shimmy vibration. [Selection] Figure 12

Description

  The present invention relates to a steering wheel for an automobile, and more particularly to a vibration reduction structure for a steering wheel.

  In many recent vehicles, a front airbag is provided in the center of the steering wheel on the passenger side. The front airbag is a safety device that operates in an emergency such as a vehicle collision, and is inflated and deployed by gas pressure to receive and protect an occupant from a forward collision. The front airbag is housed in a housing together with an inflator that supplies gas, and is attached to the steering wheel as an integral airbag module. This airbag module is also used as a horn switch that a passenger pushes during horn operation (for example, Patent Document 1).

  The airbag module of Patent Document 1 employs a snap-fit structure so that it can be easily attached to a cored bar member that is the base of a steering wheel. The snap-fit structure is generally a structure that uses the elasticity of a member to perform coupling. In Patent Document 4, the airbag module has a pin, and the airbag module can be attached to a clip (bar-shaped spring) on the back side of the core metal member simply by inserting the pin into the core metal member. It is possible.

  As described above, further improvements in operability are desired for the steering wheel as vehicle development proceeds. For example, the steering wheel may vibrate during traveling. In recent years, in automobiles having an idling stop function, vibration during engine restart has become a problem. As a countermeasure against the vibration, a vibration damping mechanism called a steering damper has been proposed. The steering damper is a mechanism for canceling vibration by mounting a weight called a damper mass in a steering wheel and supporting the damper mass with an elastic body. At present, the steering damper has been improved, and a mechanism called a module damper that uses the above-described airbag module as a damper mass has been developed. By the way, vibration of the steering wheel includes vibration in the plane perpendicular to the rotation axis (steering column) of the steering wheel (XY vibration) and shimmy vibration generated in the rotation direction of the steering wheel as described above.

  By adopting the above-described module damper mechanism, the airbag module can be used not only as a safety device or a horn switch but also as a vibration damping mechanism. However, the module damper mechanism is realized by elastically mounting the airbag module on the core member, and it is not easy to achieve such a module damper mechanism and the snap-fit structure described above. Further, it is not easy to attenuate shimmy vibration in the rotational direction.

  Patent Document 2 proposes a structure that absorbs vibration of the steering wheel using a dynamic damper mechanism using an elastic member such as rubber. In the invention disclosed in Patent Document 2, vibration is absorbed by elastic deformation of rubber using the weight of the airbag module. However, since a large dynamic damper is mounted on the steering wheel, the space design inside the steering wheel is greatly restricted. In addition, the structure is complicated, such as the need for a horn bracket, resulting in an increase in cost.

  In order to effectively reduce the vibration of the steering wheel incorporated in the vehicle, it is necessary to provide a large (heavy) damper mass inside the rim portion of the steering wheel. The space inside the rim portion of the steering wheel is very narrow because an airbag device, a horn component, a harness, and the like are incorporated. When providing damper masses in a narrow space, it has been proposed to disperse and arrange a plurality of small damper masses (Patent Documents 3 and 4). Thereby, the damper mass of a required weight can be incorporated in the narrow space inside the rim portion.

  The “steering wheel damping device” of Patent Document 3 reduces the main vibration of the steering wheel by attenuating not only vibration in the direction perpendicular to the steering axis direction but also vibration in the rotational direction (stain-vibration). ing.

  In the “vibration isolation device” of Patent Document 4, a mass body is accommodated in a container-shaped holding portion formed integrally with a core metal or a lower cover of a steering wheel, and is provided integrally with a switch mounting member. The impact damper covered with the lid member is arranged symmetrically at the left and right positions of the boss portion. It is said that the effect of reducing the vibration of the steering wheel can be easily obtained with a simple configuration using existing members.

  However, with the vibration reduction structures described in Patent Documents 2 to 4 as described above, it is possible to effectively reduce vibrations in various directions including vibrations in the rotational direction (stain-vibration) in a limited space. It was difficult.

JP 2010-69934 A Japanese Patent Laid-Open No. 4-202965 JP 2002-145075 A Japanese Patent Laid-Open No. 2002-323087

  The present invention has been created in view of such a problem, and an object of the present invention is to provide a steering wheel device capable of effectively attenuating shimmy vibration while having a simple structure.

  Another object of the present invention is to provide a steering wheel that can effectively reduce vibrations in the rotational direction (stain-vibration) as well as vibrations other than the rotational direction while having a simple and compact structure.

  A vehicle steering wheel device according to a first aspect of the present invention includes a cored bar member coupled to a steering shaft, an airbag cushion and an inflator, and an airbag module disposed on the cored bar member. And a damper unit that is disposed between the core metal member and the airbag module and attenuates vibration of the steering wheel. The airbag module functions as a mass body for vibration damping. And the said damper unit is arrange | positioned along the line radially extended from the rotation center of a steering wheel, and has a shimmy buffer member which attenuates shimmy vibration.

  The damper unit may include a pin at its center that extends toward the cored bar member and is detachably connected to the cored bar member. And the said damper unit is provided in the several places on the said core metal member, Each of the said damper unit is set as the structure provided with the at least 2 said buffer member for shimmies spaced apart from each other across the said pin. it can. Such a structure makes it possible to effectively attenuate shimmy vibration.

  The damper unit has a plurality of ring members having different diameters concentrically surrounding the pin, and the two adjacent ring members form an outermost largest annular space from an innermost smallest annular space. Can be adopted. And the said buffer member for shimmies can be arrange | positioned in one layer of the said annular space. Further, an XY vibration buffer member that attenuates vibration in a plane (XY plane) perpendicular to the rotation axis of the steering wheel can be disposed in the annular space of the other layer. In this way, by arranging the buffer members to be used in the annular spaces of different layers depending on the direction of the vibration to be damped, the buffer members can interfere with each other when elastically deforming and exhibiting the vibration damping function. This is advantageous in that the original function of each buffer member can be easily exhibited.

  By integrally molding the ring member and the shimmy buffer member with the same material, in addition to simplifying the structure and reducing the manufacturing cost, the ring member itself also functions as a buffer member in various directions. Improvement of vibration damping performance is expected.

  In order to solve the above-described problem, according to a second aspect of the present invention, a steering wheel having a metal core coupled to a steering column via a boss portion includes a vibration reducing structure. The vibration reducing structure includes a mass body; a plurality of first elastic members coupled to the mass body to reduce vibrations in a rotation direction of the steering wheel; and the mass body to reduce vibrations other than the rotation direction. A plurality of second elastic members connected to each other.

  With the configuration as described above, it is possible to effectively reduce vibrations in the rotation direction (stain-vibration) as well as vibrations other than the rotation direction while having a simple and compact structure. By setting the damping function (elastic member) independently for each vibration mode (rotation direction, non-rotation direction), it is possible to reduce the influence of each other and to perform precise damping tuning.

  Here, in the present application, the rotation axis of the steering column is the Z axis, and the plane perpendicular to the Z axis is the XY plane. The XY plane is often a plane parallel to the rim portion. “Rotation direction” means the direction in which the rim portion (gripping portion) rotates in the XY plane around the boss center. The vibration in the rotation direction is, for example, vibration with a frequency of about 20 Hz. The “vibration other than the rotation direction” means including vibration in the Z-axis direction in addition to vibration other than the rotation direction in the XY plane, and is, for example, vibration with a frequency of 30 to 50 Hz.

  The first elastic member extends or is arranged in a radial direction toward the center of the boss portion in the XY plane, and the second elastic member is the core metal in the Z-axis direction with respect to the mass body. It can be set as the structure arrange | positioned at the side. With such a structure, it is possible to effectively use a limited space while maintaining the original vibration reduction function. More specifically, by disposing the first elastic member radially toward the center of the boss portion, the first mass body can be moved constantly with respect to vibration in the rotation direction. When the vibration in the rotational direction is generated, the vibration can be actively canceled by applying an antiphase force to the first mass body from the center of the boss portion by the first elastic member.

  The first elastic member may be composed of a plurality of long elastic members extending in a radial direction toward the center of the boss portion in the XY plane. Here, each of the elongated elastic members constituting the first elastic member can be arranged on the core metal side of the mass body. In this case, the necessary minimum number of parts can be obtained.

  Alternatively, the first elastic member may be a set of a plurality of elastic materials arranged in a radial direction toward the center of the boss portion in the XY plane. In this case, since the divided mass bodies are arranged, the degree of freedom of arrangement is structured. For example, each set of a plurality of elastic materials is composed of two elastic materials, and these two elastic materials are arranged in the radial direction toward the boss portion, and the boss portion side end surface of the first mass body, It can be placed on the opposite end face.

  The mass body may be a single mass body. In this case, the number of parts can be minimized.

  Alternatively, the mass body may be a first mass body to which the first elastic member is coupled and a second mass body to which the second elastic member is coupled. In this case, the adjustment range of the weight and arrangement of the mass body is expanded, and vibration attenuation can be performed more effectively. For example, the second mass body can be disposed between the first elastic member and the second elastic member.

  In the XY plane, the mass body may have a fan shape. Moreover, the said vibration reduction structure can be arrange | positioned in the position away from the boss | hub part, without surrounding the said boss | hub part.

It is the figure which illustrated the outline | summary of the steering wheel apparatus concerning 1st Example of this invention. It is the figure which illustrated the back surface of the air bag module of Drawing 1 (b). It is the figure which illustrated the damper unit of FIG. 2 independently. It is the figure which illustrated the boss | hub area | region of the metal core member of FIG.1 (b). It is a figure which expands and illustrates the color member of Fig.4 (a) from each direction. It is a figure corresponding to the cross section in the bearing hole of the metal core member of Fig.4 (a). FIG. 4 is an exploded perspective view of the damper unit of FIG. 3. It is each sectional drawing of the damper unit seen from the direction different from FIG. It is the figure which illustrated the process of attaching the airbag module of FIG. 6 to a metal core member. It is the figure which illustrated the process of attaching the airbag module of FIG. 6 to a metal core member. It is an enlarged part of the spring of FIG.4 (b). It is explanatory drawing which shows an example of the damper unit which is the characteristics of this invention, and shows the arrangement | positioning and structure of each buffer member in a damper unit. It is explanatory drawing (plan view) which expands and shows one of the damper units shown in FIG. 12, and shows arrangement | positioning of a ring member and each buffer member in detail. It is explanatory drawing which shows the other example of the damper unit which is the characteristics of this invention, and shows the arrangement | positioning and structure of each buffer member in a damper unit. It is explanatory drawing which shows another example of the damper unit which is the characteristics of this invention, and shows the arrangement | positioning and structure of each buffer member in a damper unit. It is explanatory drawing which shows the other example of the damper unit which is the characteristics of this invention, and shows the arrangement | positioning and structure of each buffer member in a damper unit. It is explanatory drawing which shows the further another example of the damper unit which is the characteristics of this invention, and shows arrangement | positioning and structure of each buffer member in a damper unit. FIG. 18 is a plan view showing a part of a metal core of a steering wheel to which the vibration reducing structure according to the second embodiment of the present invention can be applied. FIG. 19A is a plan view showing the configuration of the vibration reducing structure according to the second embodiment of the present invention. FIG. 19B is a cross-sectional view in the A1-A1 direction of FIG. FIG. 20A is a plan view showing the configuration of the vibration reducing structure according to the third embodiment of the present invention. FIG. 20B is a cross-sectional view in the A2-A2 direction of FIG. FIG. 21A is a plan view showing the configuration of the vibration reducing structure according to the fourth embodiment of the present invention. FIG. 21B is a cross-sectional view in the A3-A3 direction of FIG. FIG. 22 is a back view of the structure shown in FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the examples are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

(First embodiment)
FIG. 1 is a diagram illustrating an outline of a steering wheel device (steering wheel 100) according to a first embodiment of the present invention. FIG. 1A illustrates the entire steering wheel 100. In the following drawings including FIG. 1A, each direction is illustrated on the assumption that the steering wheel 100 attached to the vehicle is in a neutral steering position. For example, the Z-axis has a steering column (steering shaft) (not shown) with the front wheel direction of the vehicle down and the steering wheel 100 direction up. Also, on the plane perpendicular to the Z axis, the 12 o'clock position of the analog 12 hour clock is the vehicle front side, the 9 o'clock direction (left direction) to the 3 o'clock direction (right direction) is the X axis, and the 6 o'clock direction (rear direction) ) To 12 o'clock (front direction) is the Y axis. In addition, the side viewed from the passenger side is described as the front side, and the opposite side is described as the back side.

  The steering wheel 100 is installed in the driver's seat of the vehicle, and is connected to a steering shaft passing through the interior of a steering column (not shown), and transmits a driver's operating force to a steering gear or the like. At the center of the steering wheel 100, an airbag module 102 that functions as a front airbag in an emergency is attached. The air bag module 102 also functions as a horn switch that is pressed by the occupant during the normal operation.

  FIG.1 (b) is an exploded view of the steering wheel apparatus 100 of Fig.1 (a). As illustrated in FIG. 1B, the passenger side of the airbag module 102 is covered with a resin cover 104 that functions as a design surface. A box-shaped housing 106 is provided under the cover 104, and an airbag cushion (not shown) that is inflated and deployed in an emergency is folded and accommodated therein. An inflator 108 (see FIG. 2), which is a gas generator, is also provided in the housing 106. When a signal is sent from the vehicle sensor in an emergency, gas is supplied from the inflator 108 to the airbag cushion, and the airbag cushion inflates and expands into the passenger compartment space to restrain the occupant.

  A basic portion of the steering wheel 100 is constituted by a metal core member 110. The core member 110 is roughly configured to include a central boss region 112, a circular rim 114 held by a passenger, and spokes 116 a to 116 c that connect the boss region 112 and the rim 114. The boss region 112 is provided with a shaft hole 118 to which a steering shaft is connected.

  In addition to the function as a front airbag, the airbag module 102 according to the present embodiment has a function as a horn switch as described above and a function as a module damper mechanism that attenuates vibration. The components that realize the function as a horn switch and the module damper mechanism will be described in detail below.

  FIG. 2 is a diagram illustrating the back surface of the airbag module 102 of FIG. As illustrated in FIG. 2, the airbag module 102 includes a plurality of damper units 124 on the back surface 120 of the housing 106 as a unique configuration. The damper unit 124 is a member that elastically attaches the housing 106 to the cored bar member 110 (see FIG. 1B), and forms the center of the module damper mechanism. In the present embodiment, the damper units 124 are provided at a total of three locations on both sides of the rear surface of the housing 106 in the X-axis direction and on the rear side in the Y-axis direction.

  Note that the number and arrangement of the damper units 124 in this embodiment are merely examples, and the number and arrangement may be freely determined as long as the arrangement is symmetrical with respect to the Y axis. For example, each of the damper units 124 may be arranged symmetrically with respect to the Y axis (or X axis). Further, for example, the damper unit 124 may be arranged at a total of two locations, an upper portion and a lower portion in the Y-axis direction, in the center of the airbag module 102 in the X-axis direction. In addition, each damper unit 124 may be disposed geometrically and asymmetrically in consideration of the performance requirement balance (damping performance / horn switch performance) of all the damper units to be disposed.

  A rod-like pin 126 protrudes from the damper unit 124 toward the boss region 112 (see FIG. 1B) of the cored bar member 110 located on the lower side in the Z-axis direction. The pin 126 is inserted into the bearing hole 128 via the collar member 134 (see FIG. 5B) of the cored bar member 110, and is attached to a bar-shaped spring 130 described later installed on the back side of the cored bar member 110. Connected. The airbag module 102 is attached to the cored bar member 120 by the connection between the pin 126 and the spring 130.

  The pin 126 is inserted into the metal core member 110 through the first spring 132 and the collar member 134 (see FIG. 1B). The first spring 132 has a coil shape and functions as a so-called horn spring, and is installed between the airbag module 102 and the cored bar member 110 to ensure a gap therebetween. Then, the airbag module 102 released from the depression by the occupant during the horn operation is separated from the core member 110 and returned to the original position.

  FIG. 3 is a diagram illustrating the damper unit 124 of FIG. 2 alone. 3A is a diagram illustrating the damper unit 124 from the same direction as that in FIG. 2, and FIG. 3B is a diagram illustrating the damper unit 124 in FIG. 3A from the opposite side. As illustrated in FIG. 3A, the damper unit 124 includes a resin protector 136 as an exterior. The lower part of the protector 136 (the core metal member 110 side) is open, and the pin 126 extends from the inside toward the core metal member 110 (see FIG. 1B).

  The protector 136 is roughly composed of a shell piece 138 and a cap 140. The shell piece 138 is roughly tubular, and the pin 126 is exposed to the outside from the opening on the lower end side of the shell piece 138. The shell piece 138 is provided with an opening 143 in a part of the side surface, and an internal later-described damper 178 can be confirmed from the opening 143. The upper end side of the shell piece 138 (the inner side of the airbag module 102 (see FIG. 2)) is covered with a cap 140 as shown in FIG. The cap 140 has a claw 142 and is connected to the shell piece 138 by the claw 142. The cap 140 and the shell piece 138 may be integrally formed as a structure partially connected to each other by, for example, a hinge (not shown).

  As illustrated in FIG. 3A, two grip pieces 146 protrude from the lower end portion 144 of the shell piece 138. The grip piece 146 is used to attach the damper unit 124 to the housing 106 (see FIG. 2). An insertion slot 148 having a shape corresponding to the lower end portion 144 of the shell piece 138 and the grip piece 146 is opened in the bottom plate portion of the housing 106. The damper unit 124 inserts the lower end portion 144 and the grip piece 146 from the inside of the housing 106 into the insertion slot 148 and rotates the lower end portion 144 in the circumferential direction so that the grip piece 146 holds the bottom plate portion of the housing 106. And attach.

  A first contact 152 is provided on one side of the grip piece 146 as an electrical contact used when operating the horn. The first contact 152 is a copper metal terminal or the like and has, for example, a U-shape, and is crimped on the grip piece 146. As another example, for example, the shell piece 138 may be manufactured by in-mold molding in which the first contact 152 is placed in the mold in advance and resin molding is performed.

  FIG. 4 is a diagram illustrating the boss region 112 of the cored bar member 110 of FIG. 4A is a view illustrating the cored bar member 110 viewed from the airbag module 102 side, and FIG. 4B illustrates the back side of the cored bar member 110 of FIG. 4A. As illustrated in FIG. 4A, the cored bar member 110 is provided with a total of three collar members 134 into which the pins 126 of the damper unit 124 are inserted. These collar members 134 are attached to the respective bearing holes into which the pins 126 (see FIG. 2) are inserted.

  FIG. 5 is an enlarged view illustrating the collar member 134 of FIG. 4A from each direction. As illustrated in FIG. 5A, the collar member 134 has a hole in the center, and supports the side surface of the pin 126 (see FIG. 3A) inserted into the hole. As a result, the collar member 134 improves the uprightness of the pin 126 and stabilizes the posture of the airbag module 102. On the color member 134, a second contact 154 is provided as an electrical contact for horn operation. The second contact 154 is, for example, a copper metal terminal, and contacts the first contact 152 (see FIG. 3A) of the damper unit 124 to operate the horn.

  FIG. 5B is an exploded view of the vicinity of the collar member 134 of FIG. The collar member 134 is made of resin and is disposed in the bearing hole 128 of the cored bar member 110. The second contact 154 is formed in an annular structure surrounding the periphery of the pin (see FIG. 3A). The second contact 154 is provided with an extended region at a predetermined position of the annular structure, and a terminal portion 156a is provided in the extended region. The terminal portion 156a is a contact point with the first contact 152, and is provided so as to protrude toward the airbag module 102 where the first contact 152 exists.

  When the horn is operated, the terminal portion 156a is a contact point with the airbag module 102 (see FIG. 1B) side on the core metal member 110 side, and can also be referred to as a support point. As illustrated in FIG. 4A, in this embodiment, the terminal portions 156a and 156b are provided at the left and right ends in the X-axis direction and the terminal portion 156c so that the airbag module 102 can stably contact each second terminal. Is provided on the lower end side in the Y-axis direction. Thereby, each terminal is arrange | positioned with sufficient balance with respect to the center of the metal core member 110. FIG. Further, by providing the terminal portions 156a to 156c at this position, it is possible to draw a triangle with the widest area including each pin as a triangle in which each vertex is present on each color member. Therefore, the air bag module 102 can be supported widely and suitably by the terminal portions 156a to 156c during the horn operation. Thus, in this embodiment, the first terminals 152 on the airbag module 102 side are brought into stable contact with the terminals, and the posture of the airbag module 102 at that time is also stabilized.

  As illustrated in FIG. 5B, a coiled second spring 158 is provided between the collar member 134 and the cored bar member 110. The second spring 158 supports the collar member 134 on the cored bar member 110 around the bearing hole 128. By installing the first spring 158, when the damper unit 124 is inserted, the pin 126 is pushed up via the collar member 134, and the uprightness of the pin 126 can be further improved.

  A rib 160 is provided around the bearing hole 128 in which the collar member 134 is provided. The rib 160 is provided with a notch 162. FIG. 5C is a diagram illustrating the back side of the collar member 134 of FIG. A protrusion 164 is provided on the back side of the collar member 134, and the protrusion 164 can be fitted into the notch 162. By fitting the projecting portion 164 into the notch portion 162, the collar member 134 cannot rotate with respect to the rib 160. As a result, the posture of the collar member 134 on the cored bar member 110 can be maintained.

  The collar member 134 has a cylindrical inner surface portion 166 that supports the pin 126 along the side surface thereof, and a ventilation portion 167 is provided at a predetermined position of the inner surface portion 166. In this embodiment, as will be described later, the pin 126 is configured not to move relative to the collar member 134 during horn operation. Therefore, the inner diameter portion 166 of the collar member 134 is closer to the outer diameter of the pin 126. It can be set to a tight size. With such an inner surface portion 166, the uprightness of the pin 126 can be further enhanced. However, if the inner surface portion 166 and the pin 126 are in close contact with each other, it may take time to remove the airbag module 102 from the cored bar member 110. Therefore, by reducing the airtightness between the inner surface portion 166 and the pin 126 by the ventilation portion 167, the slidability of the inner surface portion 166 with respect to the pin 126 can be improved.

  It is possible to reduce the airtightness between the inner surface portion 166 and the pin 126 by providing a configuration other than the ventilation portion 167, for example, by providing a predetermined surface treatment (such as fine unevenness processing) on the inner surface portion 166. In addition, it is possible to cope with the problem by providing serrations on either the portion of the outer peripheral surface of the pin 126 that contacts the inner surface 166 of the collar member 134 or the inner surface 166 of the collar member 134. Further, the same effect can be obtained even if a notch or a hole is provided at a predetermined position of the collar member 134.

  In this embodiment, as illustrated in FIG. 4B, a rod-shaped spring 130 is provided below each bearing hole. The spring 130 is a spring element that supports the pin 126. The spring 130 has a shape in which an elongated metal bar is bent. The spring 130 is supported and installed by the rib 150 or the like, but one end thereof is not supported but is a free end 130a and can be bent. When the pin 126 engages with the free end 130a of the spring 130, the airbag module 102 is detachably attached to the cored bar member.

  Hereinafter, the above-described damper unit 124 and its peripheral structure will be described in more detail with reference to FIGS. FIG. 6 is a view corresponding to the AA cross section in the bearing hole 128 of the cored bar member 110 of FIG. FIG. 6 illustrates a cross section including the X axis and the Y axis in the damper unit 124 connected to the core metal member 110. FIG. 7 is an exploded perspective view of the damper unit 124 of FIG. 8 is a cross-sectional view of the damper unit 124 viewed from a direction different from that in FIG.

  As illustrated in FIG. 6, the airbag module 102 is attached to the core metal member 110 by connecting the pin 126 of the damper unit 124 to the spring 130 on the core metal member 110 side. At this time, the pin 126 is passed inside the first spring 132, and the first spring 132 is disposed between the airbag module 102 and the cored bar member 110. The airbag module 102 can function as a horn switch by being supported by the first spring 132.

  In order to realize the horn operation, two electrical contacts are provided around the damper unit 124. In the present embodiment, the first contact 152 is provided at the lower end portion 144 of the shell piece 138 of the protector 136. The first contact 152 is integrally formed as a unit by being crimped to the grip piece 146 of the shell piece 138 in a U shape. The first contact 152 is a so-called movable contact that moves relative to the cored bar member 110 together with the airbag module 102 when the horn is operated. A second contact 154 corresponding to the first contact 152 is installed on the collar member 134, and the horn is operated by contacting the first contact 152. In this embodiment, the protrusion (the terminal portion 156a in FIG. 5A) is provided on the second contact 154 side, but the protrusion may be provided on the first contact 152 side. Providing a protrusion on one of them makes it possible to connect suitably even if the other has a flat shape.

  The second contact 154 functions as a fixed contact when the horn is operated. However, in order to realize the snap-fit structure of the airbag module 102, the second contact 154 can be moved toward the core member 110. In the present embodiment, the second spring 158 that supports the collar member 134 and the collar member 134 is used as a moving element that movably supports the second contact 154.

  The collar member 134 supports the side surface of the pin 126 inside the bearing hole 128. The collar member 134 is roughly divided into an inner surface portion 166 and a top surface portion 168. The inner surface portion 166 is a cylindrical portion extending along the periphery of the pin 126. The top surface portion 168 is bent and extends in the radial direction of the pin 126 from the end portion on the inlet side in the insertion direction of the pin 126 in the inner surface portion 166. On the top surface portion 168, the second contact point 154 described above is installed.

  By installing the collar member 134, the pin 126 can be supported at a higher position than in the case of the metal core member 110 alone, and the uprightness of the pin 126 can be further improved. For example, in this embodiment, the rib 160 is provided around the bearing hole 128 of the cored bar member 110, but the rib 160 can be omitted and the pin 126 can be supported at the height of FIG. A configuration is also possible.

  On the side surface of the pin 126 of this embodiment, a stepped portion 170 is provided at a predetermined position exposed from the protector 136. The stepped portion 170 is a portion that contacts the top surface portion 168 of the collar member 134. When the collar member 134 interferes with the stepped portion 170 from below, the pin 126 is supported by the collar member 134 also in the vertical direction. For example, a metal pin 126 can be included in the path of the second contact 154 and a current can flow. In that case, the second contact 154 in this embodiment is positively sandwiched between the stepped portion 170 of the pin 126 and the top surface portion 168 of the collar member by the restoring force of the second spring 158. Therefore, the contact pressure between the second contact 154 and the pin 126 is increased, and a current can flow more suitably. In addition, as a site | part which has a function similar to the level | step-difference part 170, it is also possible to provide a predetermined flange, for example.

  The second spring 158 is provided between the inside of the top surface portion 168 of the collar member 134 and the cored bar member 110. The second spring 158 pushes up the stepped portion 170 of the pin 126 via the top surface portion 168. The pressure at this time is relatively applied to the hooking portion 172 of the pin 126 and the spring 130 via the stepped portion 170, thereby connecting them more firmly.

  The collar member 134 and the second spring 158 maintain the uprightness of the pin 126 to prevent its vibration, and make it difficult for the pin 126 to fall out of the bearing hole 128. Increasing the uprightness of the pin 126 leads to stabilizing the posture of the airbag module 102 (see FIG. 1A). If it is this collar member 134, the 2nd contact 154 can also be supported so that a movement is possible.

  A hook portion 174 is provided at the lower end of the inner surface portion of the collar member 134. The hook part 174 is bent at the tip thereof in an L shape, and the collar member 134 is attached by gripping the edge near the bearing hole 128 using the hook part 174. The length from the top surface portion 168 to the hook portion 174 in the inner surface portion 166 is longer than the thickness of the cored bar member 110. Therefore, the collar member 134 can slide along the axial direction of the pin 126 inside the bearing hole 128. In particular, the collar member 134 can slide downward while compressing the second spring 158 by being pushed by the stepped portion 170 of the pin 126 when the airbag module 102 is attached to the core member 110.

  Here, the rigidity of the second spring 158 is set higher than that of the first spring 132 functioning as a horn spring. When the horn is operated, the second spring 158 is not compressed, only the first spring 132 is compressed, and the first contact 152 and the second contact 154 come into contact with each other.

  The vibration damping mechanism of the damper unit 124 will be described. Inside the protector 136, the pin 126 is supported by the protector 136 via a slider 176 and a damper 178. The slider 176 is a member slidably provided around the pin 126. The damper 178 is a ring-shaped member having elasticity surrounding the pin 126 via the slider 176, and absorbs vibration between the pin 126 and the protector 136.

  As a material of the damper 178 illustrated in FIG. 7A, a resin material having elasticity such as a synthetic resin or rubber (synthetic rubber or natural rubber) is used. The damper 178 has annular portions on the inner side and the outer side in the radial direction. An annular outer ring portion 180 is provided on the outer peripheral side of the damper 178. An annular inner ring portion 182 is also provided inside the outer ring portion 180. The outer ring portion 180 and the inner ring portion 182 are connected by four bridge portions 184. If it is the structure which has this bridge part 184, it will become possible to change the vibrational absorption performance easily by changing the setting of the bridge part 184. For example, the width and the shape of the bridge portion 184 can be changed.

  As illustrated in FIG. 7B, the outer ring portion 180 of the damper 178 is molded to a size corresponding to the inner diameter of the shell piece 138. A claw 186 is provided inside the shell piece 138, and the outer ring portion 180 is gripped by the claw 186.

  The slider 176 is inserted into the inner ring portion 182 of the damper 178. The slider 176 is made of resin and is slidably installed around the pin 126 in the protector 136. The pin 126 is supported in the protector 138 via the slider 176, so that the pin 126 can slide in a predetermined distance in the axial direction. The slider 176 includes a cylindrical portion 188 inserted into the inner ring portion 182 and a flange portion 190 that interferes with the inner ring portion 182.

  The slider 176 presses and holds the damper 178 with the protector 136. Therefore, in this embodiment, the damper 178 is pressed and held between the slider 176 and the protector 136. By interposing the slider 176 between the pin 126 and the damper 178 and increasing the contact area between the slider 176 and the damper 178, the vibration absorption efficiency by the damper 178 is further improved. Further, by avoiding contact between the damper 178 and the pin 126 by the slider 176, it becomes possible to efficiently prevent friction of the damper 178 and the like.

  As described above, the slider 176 press-fits the damper 178 between the protector 136 and the slider 176. At this time, for example, the cylindrical portion 188 of the slider 176 is tapered with a small tip diameter, and a plurality of slits extending along the axial direction of the pin 126 from the tip side of the cylindrical portion 188 are provided, and the pin 126 is inserted. Then, it is good also as a structure which the tapered cylindrical part 188 spreads around and presses the inner side ring part 182 of the damper 178. FIG. With this configuration, it is possible to achieve both ease of insertion into the damper 178 by the tapered tubular portion 188 and reliable holding of the damper 178 by pressing the damper 178 by the tubular portion 188.

  As illustrated in FIG. 6, the inner side of the lower end portion 144 of the shell piece 138 serves as a restricting portion 145 that restricts the swingable range of the pin 126. The restricting portion 145 extends toward the pin 126 inside the protector 136 and restricts the swingable range by interfering with the pin 126 when the pin 126 supported by the damper 178 swings excessively. The restricting unit 145 can contribute to stabilization of the posture of the airbag module 102. The restricting portion 145 may be embodied by extending the lower end portion 144 (the portion engaged with the housing 106 in FIG. 6) to the pin 126 side. You may implement by extending only the area | region of a part to the pin 126 side. Further, the restricting portion 145 may be configured to interfere with the pin 126 or may be configured to interfere with the slider 176.

  FIG. 8A is a BB cross-sectional view of the damper unit 124 of FIG. This BB cross section is a cross section including the X axis and the Y axis. As illustrated in FIG. 8A, two projecting portions 192 projecting toward the damper 178 side are provided inside the shell piece 138 of the protector 136. The outer ring portion 180 of the damper 178 is provided with a groove portion 194 that engages with the protruding portion 164 of the protector 136. With these structures, the damper 178 can maintain its posture without rotating in the protector 136. As a result, the damper 178 can control the vibration attenuation in the XY plane direction that can occur in the steering wheel 100 to a desired value.

  With the damper 178 having the above-described configuration, it is easy to bend in the radial direction and absorb vibration more easily. Further, even if the inner ring portion 182 moves due to vibration, the inner ring portion 182 contacts only the outer ring portion 180 around the inner ring portion 182, so that the inner ring portion 182 is temporarily in contact with a member of a different material. Thus, the generation of abnormal noise can be suppressed.

  The configuration of the pin 126 will be described in detail with reference to FIG. The pin 126 is made of metal and is detachably coupled to the spring 130 by being inserted into the cored bar member 110 (see FIG. 6). The pin 126 of this embodiment has a rotating body structure.

  The tip 196 of the pin 126 is formed in a tapered shape, and a hooking portion 172 that is recessed in the axial direction of the pin 126 is formed in the vicinity of the tapered shape. A spring 130 is engaged with the hook portion 172.

  As illustrated in FIG. 6, a hollow region 200 is formed at the radial center of the end portion of the pin 126 on the protector 136 side. The hollow region 200 is a so-called hollow hole and contributes to the weight reduction of the pin 126. Similarly, a flange portion 202 is formed at the end of the pin 126. The diameter of the flange portion 202 is set wider than the minimum portion of the inner diameter of the shell piece 138, for example, the inner diameter of the restricting portion 145 in this embodiment. With this configuration, the flange portion 202 prevents the pin 126 from coming off from the protector 136 in an unexpected situation such as an emergency, for example, when a larger pressure than expected is applied to the damper unit 124 when the airbag cushion is inflated and deployed. prevent.

  As illustrated in FIG. 7B, the damper 178 is provided with a total of four buffer portions 204 in the vicinity of the connection portion between the bridge portion 184 and the outer ring portion 180. FIG. 8B is a partial cross-sectional view of the damper unit 124 at the position of the buffer portion 204 of the damper 178 in FIG. 8B corresponds to the CC cross section of the damper unit 124 of FIG. 8A, and is a cross section cut along the bridge portion 184 including the Z axis as in FIG. Illustrated. As illustrated in FIG. 8B, the buffer portion 204 protrudes from the slider 176 toward the flange portion 202 of the pin 126. In the present invention, an epoch-making device is applied to the structure and arrangement of the bridge portion 184 shown in FIG. Details will be described later with reference to FIGS.

  As described above, providing the flange portion 202 is beneficial for preventing the pin 126 from falling out of the protector 136. However, when the slider 176 is slidably provided around the pin 126, the slider 176 and the flange portion 202 may come into contact with each other to generate abnormal noise. Therefore, by projecting the buffer portion 204 from the resin-made flexible damper 178, it is possible to receive the flange portion 202 more flexibly than when the flange portion 202 is brought into contact with the slider 176. Further, providing the shock absorber 204 in the damper 178 contributes to the reduction in the number of parts and the cost compared to the case where another part is newly provided.

  The steering wheel 100 employs a snap-fit structure that allows the airbag module 102 to be easily mounted on the boss region 112 of the cored bar member 110 by one operation. Hereinafter, with reference to FIG. 9 and FIG. 10, the attachment process by a snap fit structure is demonstrated.

  FIGS. 9 and 10 are diagrams illustrating a process of attaching the airbag module 102 of FIG. 6 to the cored bar member 110. As illustrated in FIG. 9A, the second spring 158 is installed around the bearing hole 128, and the collar member 134 is inserted into the bearing hole 128. A second contact 154 is provided on the top surface portion 168 of the collar member 134. The first spring 132 is installed on the cored bar member 110 around the collar member 134. Then, the pin 126 of the damper unit 124 attached to the airbag module 102 is inserted into the collar member 134.

  When the pin 126 is inserted into the collar member 134, the tip 196 of the pin 126 comes into contact with the spring 130 as illustrated in FIG. 9B. At this time, the pin 126 is supported by the slider 176 in the protector 136, but the slider 176 can slide around the pin 126. Therefore, in the state of FIG. 9B, the load for pushing the airbag module 102 is not so much applied to the pin 126, and the protector 136 including the slider 176 is pushed down with respect to the pin 126 as illustrated in FIG. .

  In this embodiment, the distance between the first contact 152 for horn operation and the second contact 154 is set to be closer so that a simple and smooth horn operation can be realized. Therefore, when the pin 126 of the airbag module 102 is inserted into the collar member 134, the first spring 132 is compressed, and the first contact 152 and the second contact 154 come into contact with each other. At this time, the collar member 134 and the second spring 158 that support the second contact 154 function as moving elements.

  The pin 126 is supported by the protector 136 by a slider 176 so that the pin 126 can move a predetermined distance in the axial direction with respect to the protector 136. The distance between the first contact 152 and the second contact 154 is set within a movable range of the pin 126 with respect to the protector 136. Therefore, in the state where the first contact 152 and the second contact 154 are in contact, the load when the airbag module 102 is pushed down is not applied to the pin 126.

  When the first contact 152 and the second contact 154 come into contact with each other and the airbag module 102 is further pushed down, the flange portion 202 of the pin 126 comes into contact with the cap 140 in the protector 136. As a result, a downward load is also applied to the pin 126.

  As illustrated in FIG. 9D, when the pin 126 moves downward while being pushed by the cap 140, the stepped portion 170 of the pin 126 interferes with the collar member 134, and the collar member 134 compresses the second spring 158. And pushed downward. Then, the rod-shaped spring 130 bends so as to slide along the tapered shape of the tip 196 of the pin 126, gets over the tapered shape and fits into the hooking portion 172 of the pin 126. As a result, the pin 126 is connected to the spring 130.

  When the worker releases his hand from the airbag module 102 in this state, the collar member 134 is pushed up by the restoring force of the second spring 158 as illustrated in FIG. Along with the operation of the collar member 134, the pin 126 is also pulled up to a fixed position in a connected state with the spring 130 through the step portion 170. By the restoring force of the second spring 158, a relative pressure is applied to the hooking portion 172 and the spring 130, which are more firmly connected and the uprightness of the pin 126 is enhanced.

  10B, the airbag module 102 is separated from the cored bar member 110 by the restoring force of the first spring 132, and accordingly, the first contact 152 and the second contact 154 are also separated. . Thereby, the attachment of the airbag module 102 to the cored bar member 110 is completed.

  In the above configuration, when the airbag module 102 is attached to the core metal member 110, the first contact 152 and the second contact 154 come into contact before the pin 126 and the core metal member 110 are connected, but the second contact 154. Moves together with the moving element, so that the airbag module 102 can be further pushed into the core member 110 side. Therefore, the airbag module 102 is attached to the core metal member 110 in a state in which the airbag module 102 can function as a horn switch by a simple snap fit by simply inserting the pin 126 into the core metal member.

  In the state of FIG. 10B, the airbag module 102 is supported between the core bar member 110 and the damper 178. In this state, the damper 178 absorbs vibration transmitted from the steering shaft between the metal core member 110 and the airbag module 102 by its elastic force. The airbag module 102 may include an inflator 108 (see FIG. 2), which is a heavy metal object, and mainly serves as a damper mass (weight), and is a module damper that is a type of vibration damping mechanism. It functions effectively as a mechanism. Thereby, the vibration transmitted from the steering shaft is canceled, and the operability of the steering wheel 100 by the occupant is improved.

  With reference to FIG. 10, the operation | movement at the time of horn operation is also demonstrated. When the occupant pushes the airbag module 102 in the OFF state in which the first contact 152 and the second contact 154 illustrated in FIG. 10B are separated from each other, as illustrated in FIG. Is compressed, and the housing 106 is pushed down toward the core member 110. At this time, since the pin 126 and the slider 176 are slidable, no downward load is applied to the pin 126.

  Then, the first contact 152 and the second contact 154 come into contact with each other to energize, and the horn sounds. As an example of the electrical path, for example, a part of the bottom surface of the housing 106 is made of metal and is electrically connected to the first contact 152, and a positive electrode in which electricity is guided from the vehicle side is set to the first contact 152. Keep it. A negative electrode can be set on the second contact 154 by grounding from the second contact 154 through the pin 126 and the spring 130. When energizing a part of the housing 106 made of metal, it is preferable to insulate it from a metal member such as the first spring 132.

  The second contact 154 is installed on the collar member 134 and the second spring 158 which are moving elements, but the rigidity of the second spring 158 is higher than the rigidity of the first spring 132, so the first spring 132 is compressed. Even if done, the second spring 158 does not compress easily. When the occupant releases the airbag module 102, the housing 106 is pushed back to the initial position shown in FIG. 10B by the restoring force of the first spring 132. As a result, the first contact 152 and the second contact 154 are moved. It is separated and becomes the OFF state.

  Since the pin 126 is connected to the spring 130, if the pin 126 is pushed down when the horn is operated, a downward load may be applied to the connecting portion between the pin 126 and the cored bar member 110. However, with the above configuration, even if the airbag module 102 is pushed down toward the core metal member 110 to such an extent that the first contact 152 and the second contact 154 come into contact with each other when the horn is operated, the amount of movement of the protector of the pin 126 It is within the movable range with respect to 136, that is, within the movable range of the slider 176. Therefore, when the horn is operated, the pin 126 and the cap 140 are not actually in contact with each other, and the pin 126 does not move relative to the cored bar member 110. Therefore, with the above configuration, no load is applied to the connecting portion between the pin 126 and the cored bar member 110 when the horn is operated, and the pin 126 and the cored bar member 110 do not rub against each other or collide with each other. It is suitable in terms of sound prevention.

  Only when the airbag module 102 is strongly pushed in, the cap 140 and the flange portion 202 may come into contact with each other and the pin 126 may be pushed downward. Assuming that case, the hooking portion 172 on the tip 196 side of the pin 126 has an area larger than the diameter of the rod-shaped spring 130 in the axial direction of the pin 126. Therefore, even if the pin 126 is pushed down somewhat, the bending of the spring 130 is prevented.

  As described above, in the steering wheel 100 according to the present embodiment, the damper unit 124 includes a plurality of dampers as contacts when operating the horn and as elements (vibration damping) that elastically support the airbag module 102 in the vibration damping mechanism. Fulfills the function. Therefore, a simpler configuration is achieved than in the case where a separate structure is provided for each function.

  Even if the vibration damping mechanism centering on the damper 178 described above is omitted, easy attachment of the airbag module 102 by the snap-fit structure can be achieved. In that case, the damper 178 in FIG. 6 is omitted, and the pin 126 is supported on the protector 136 by a predetermined rigid member instead of the damper 178, or the inside of the shell piece 138 is extended to support the pin 126 at that portion. It is possible to Even when the pins 126 are supported by these predetermined rigid members or protectors 136, if the slider 176 is slidably installed around the pins 126, the pins 126 can be moved more smoothly in the axial direction. Is possible. Further, the slider 176 may be extended outward in the radial direction so as to contact the shell piece 138. Further, the function of the slider 176 (the function of supporting the pin 126 so as to be slidable) may be integrated with the shell piece 138 to form a single part. Here, the rigid member is a member having rigidity higher than that of the damper 178, and it is assumed that there is no vibration damping action as much as the damper 178. However, it may have some elastic force. .

  In this embodiment, the airbag module 102 attached to the cored bar member 110 by the snap-fit structure can be removed from the cored bar member 110 by a relatively simple operation. When removing the airbag module 102, the spring 130 is bent using a predetermined tool from the back side of the core member 110, and the connection between the spring 130 and the pin 126 is released. At this time, the cored bar member 110 of this embodiment is provided with a structure that contributes to facilitating work.

  FIG. 11 is an enlarged portion of the spring 130 of FIG. As illustrated in FIG. 11, a fastening portion 206 is provided in the vicinity of the free end 130 a of the spring 130 on the cored bar member 110. A spring 130 that has been disconnected from the pin 126 can be fastened to the fastening portion 206. For example, during the operation of removing the airbag module 102 from the core member 110, the spring 130 released from the engagement with the pin 126 is hooked on the fastening portion 206. As a result, the removal operation of the airbag module 102 can be performed more smoothly. In particular, in this embodiment, the collar member 134 can be designed tightly with respect to the pin 126. However, with such a configuration, the airbag module 102 cannot be tilted, and the three pins 126 are arranged. The airbag module 102 cannot be removed unless it is removed at the same time. However, by providing the fastening portion 206, it is possible to easily remove the airbag module 102 by releasing and hooking the spring 130 at each location.

  FIG. 12 is an explanatory view showing an example of a damper unit that is a feature of the present invention, and shows the arrangement and structure of each buffer member in the damper unit. The damper units 324a, 324b, and 324c of the present embodiment correspond to the damper unit 124 shown in FIGS. 3 and 8A, etc., but make it easy to understand the arrangement and structure of the buffer member. Therefore, other structures are omitted. FIG. 13 is an enlarged explanatory view (plan view) showing one of the damper units (324a) shown in FIG. 12, and shows the arrangement of the ring member and each buffer member in detail. The other damper units 324b and 324c have the same structure as that of the damper unit 324a except for the direction of each buffer member, and thus detailed illustration is omitted.

  Each of the damper units 324a, 324b, and 324c includes four (306a, 306b, 306c, and 306d) ring members having different diameters that are concentrically surrounding the pin 126. The four ring members (306a to 306d) form three annular spaces (308a, 308b, 308c). The three damper units 324a, 324b, and 324c are basically based on the same concept with respect to the arrangement of the buffer members.

  As shown in FIGS. 12 and 13, the damper unit 324a is disposed along a line L0 extending radially from the rotation center “O” (center of the shaft hole 118) of the steering wheel, and mainly shimmy that attenuates shimmy vibration. Buffer members 300-S1 and 300-S2 are provided. The shimmy buffer members 300-S1 and 300-S2 are disposed at opposing positions in the innermost annular space 308a. In addition, the buffer members 300-X1 and 300-X2 that mainly attenuate the vibration in the X direction are arranged in parallel to the X axis at opposed positions in the intermediate annular space 308b. Further, the buffer members 300-Y1 and 300-Y2 that mainly attenuate the vibration in the Y direction are arranged in parallel to the Y axis at opposing positions in the outermost annular space 308c. In the damper unit 324b, the buffer members 302-Y1 and 302-Y2 are also arranged on a line extending in the radial direction from the boss center, so that the shimmy vibrations are combined with the shimmy buffer members 302-S1 and 302-S2. It will contribute to the attenuation of.

  In the present embodiment, the ring members 306a to 306d and the buffer members (300-X1, 300-X2, 300-Y1, 300-Y2, 300-S1, 300-S2) are made of the same elastic material (resin, rubber, etc.). ) Can be integrally molded. The size and material of these buffer members and the ring members that surround and hold the buffer members can be appropriately changed. For example, only the ring members are formed of other materials such as metal, and the buffer members are formed in the gaps. It is also possible to adopt a structure that sandwiches and fixes.

  As in this embodiment, by arranging the buffer members to be used in the annular spaces of different layers depending on the direction of vibration to be damped, they interfere with each other when the buffer members are elastically deformed and exhibit a vibration damping function. There is an effect that it is possible to suppress the performance and to easily perform the original function of each buffer member.

  FIG. 14 is an explanatory view showing another example of the damper unit which is a feature of the present invention, and shows the arrangement and structure of each buffer member in the damper unit. Also in the present embodiment, the damper units 424a, 424b, and 424c used correspond to the damper unit 124 shown in FIG. 3, FIG. 8A, etc., but the arrangement and structure of the buffer member are understood. Other structures are omitted for the sake of simplicity.

  For convenience of explanation, the present embodiment will be described focusing on the difference from the above-described embodiment shown in FIG. In the present embodiment, there are three ring members, and there are two annular spaces formed between them. In the damper unit 424a, shimmy buffer members 400-S1 and 400-S2 arranged along a line L0 extending radially from the rotation center “O” (center of the shaft hole 118) of the steering wheel are disposed in the inner annular space. Are arranged at opposite positions. In addition, XY vibration buffer members 402a, 402b, 402c, and 402d that mainly attenuate vibration in the XY plane are arranged in a cross shape in the outer annular space. These XY vibration buffer members 402a to 402d are arranged on a 45 ° line from the X axis and the Y axis. By disposing the buffer members 402a to 402d at such positions, all the buffer members 402a to 402d are equally involved in vibration attenuation in the XY directions.

  In this embodiment, the annular space formed by the ring member has two layers, but the shimmy buffer members (400-S1, 400-S2) and the XY vibration buffer members (402a to 402d) are arranged in different layers. Therefore, as in the embodiment shown in FIGS. 12 and 13, when the buffer members are elastically deformed and exhibit a vibration damping function, they are prevented from interfering with each other, and the original functions of the buffer members are reduced. There is a merit that it can be easily demonstrated.

  In the damper unit 424b, shimmy buffer members 404-S1 and 404-S2 arranged along a line L0 extending radially from the rotation center “O” (center of the shaft hole 118) of the steering wheel are disposed in the inner annular space. Are arranged at opposite positions. In addition, XY vibration buffer members 406a, 406b, 406c, and 406d that mainly attenuate vibrations in the XY plane are arranged in a cross shape in the outer annular space. These XY vibration buffer members 406a to 406d are arranged on a line of 45 ° from the X axis and the Y axis.

  In the damper unit 424c, shimmy buffer members 408-S1 and 408-S2 arranged along a line L0 extending radially from the rotation center “O” (center of the shaft hole 118) of the steering wheel are disposed in the inner annular space. Are arranged at opposite positions. In addition, XY vibration buffer members 410a, 410b, 410c, and 410d that mainly attenuate vibrations in the XY plane are arranged in a cross shape in the outer annular space. These XY vibration buffer members 410a to 410d are arranged on a line of 45 ° from the X axis and the Y axis.

  Note that the damper units 424b and 424c have essentially the same function as the above-described damper unit 424a and exhibit the same function and effect, and redundant description is omitted.

  FIG. 15 is an explanatory view showing another example of the damper unit which is a feature of the present invention, and shows the arrangement and structure of each buffer member in the damper unit. Also in the present embodiment, the damper units 524a, 524b, and 524c used correspond to the damper unit 124 shown in FIG. 3, FIG. 8A, etc., but the arrangement and structure of the buffer member are understood. Other structures are omitted for the sake of simplicity.

  The present embodiment is an arrangement of the embodiment shown in FIG. 12, has a structure in which a part of the buffer member is omitted, and will be described focusing on differences from the above-described embodiment shown in FIG. In the damper unit 524a located in the upper right of the figure, one shimmy buffer member 500S, one buffer member 502X that mainly attenuates vibration in the X-axis direction, and one buffer member 502Y that mainly attenuates vibration in the Y-axis direction are provided. It has been. The damper unit 524c located in the upper left of the figure is configured by symmetrically arranging the damper unit 524a along the Y axis, and includes a shimmy buffer member 508S, a buffer member 510X that attenuates vibration in the X axis direction, and the Y axis direction. One shock absorbing member 510Y for damping the vibration is provided.

  As with the other damper units (524a, 524c), the damper unit 524b located in the lower part of the figure is provided with a shimmy buffer member 504S and one buffer member 506Y that mainly attenuates vibration in the Y-axis direction. However, only the buffer members 506X1 and 506X2 that mainly attenuate the vibration in the X-axis direction are provided at two places as in the embodiment of FIG.

  In the present embodiment, there are four ring members, and there are three annular spaces formed therebetween. In the damper unit 524a, the shimmy buffer members (500S, 504S, 508S) arranged along the line L0 extending radially from the rotation center “O” (center of the shaft hole 118) of the steering wheel are the innermost annular spaces. Placed inside. In addition, buffer members (502X, 506X1, 506X2, 510X) that attenuate vibrations in the X direction are disposed in the intermediate annular space. Further, buffer members (502Y, 506Y, 510Y) for damping the vibration in the Y direction are arranged in the outermost annular space. In the damper unit 524b, the buffer member 506Y is disposed on a line extending in the radial direction from the boss center, and thus contributes to damping of shimmy vibration together with the shimmy buffer member 504S. In the present embodiment, the number of buffer members can be minimized as compared with the embodiment shown in FIG. 12, and the structure can be simplified and the cost can be reduced.

  FIG. 16 is an explanatory view showing another example of the damper unit which is a feature of the present invention, and shows the arrangement and structure of each buffer member in the damper unit. Also in the present embodiment, the damper units 624a, 624b, and 624c used correspond to the damper unit 124 shown in FIG. 3, FIG. 8A, etc., but the arrangement and structure of the buffer member are understood. Other structures are omitted for the sake of simplicity.

  The present embodiment is an arrangement of the embodiment shown in FIG. 14 and has a structure in which half of the buffer member and the ring member on the boss side are omitted. In the damper unit 624a located in the upper right of the figure, a shimmy buffer member 600S and buffer members 602a and 602b that mainly attenuate vibrations in the XY plane are provided. The damper unit 624b located in the lower part of the figure is provided with a shimmy buffer member 604S and buffer members 606a and 606b that mainly attenuate vibrations in the XY plane. The damper unit 624c located at the upper left of the figure is provided with a shimmy buffer member 608S and buffer members 610a and 610b that mainly attenuate vibrations in the XY plane. Other structures are the same as those in the embodiment shown in FIG. 14, and a duplicate description is omitted.

  According to the present embodiment, the number of buffer members can be minimized as compared with the embodiment shown in FIG. 14, and the structure can be simplified and the cost can be reduced.

  FIG. 17 is an explanatory view showing still another example of the damper unit which is a feature of the present invention, and shows the arrangement and structure of each buffer member in the damper unit. This embodiment is an arrangement of the embodiment shown in FIG. 12, and most of the structures are common. The difference is that the damper unit 324b shown in the lower part of the figure is displaced to the left, and the unit is rotated by an angle θ. The reason why the unit 324b is inclined by the angle θ is to arrange the shimming buffer member 302-S1 on a line extending in the radial direction from the boss center (O). Even if any of the damper units is slightly shifted depending on the actual structure of the steering wheel as in the present embodiment, substantially the same effect can be obtained.

  Next, the second to fourth embodiments of the present invention will be described in detail with reference to FIGS. FIG. 18 is a plan view showing a part of a core metal 1001 of a steering wheel to which the vibration reducing structure (1010, 1110, 1210) according to the present invention can be applied. The vibration reduction structure (1010, 1110, 1210) according to the present invention can be disposed, for example, in a space 1002 of a metal core 1001 connected to a steering column via a boss portion. In the figure, “C” indicates a boss center.

(Second embodiment)
FIG. 19A is a plan view showing a configuration of a vibration reducing structure 1010 according to the second embodiment of the present invention. FIG. 19B is a cross-sectional view in the A1-A1 direction of FIG. The vibration reducing structure according to the present embodiment includes a first mass body 1012; and a plurality of first elastic members (1014a, 1014b, 1014b, 1014b, 1014b, 1016a, 1016b, 1018a, 1018b); and a plurality of second elastic members (1020, 1022, 1024) coupled to the mass body 1012 to reduce vibrations other than in the rotational direction. The vibration reducing structure 1010 also includes a U-shaped bracket 1026 for fixing the structure 1010 to the core metal 1001. In addition, as the first and second elastic members, flexible members such as rubber can be used.

  In FIG. 19, a plane parallel to the rim of the steering wheel is defined as an XY plane, and a direction perpendicular to the XY plane is defined as a Z-axis direction. The first elastic member (1014a, 1014b, 1016a, 1016b, 1018a, 1018b) is composed of two pairs of elastic bodies (1014a, 1014b), (1016a, 1016b), (1018a, 1018b), The pair of elastic bodies are arranged in the radial direction toward the center C of the boss portion in the XY plane. Among them, the first elastic bodies 1014b, 1016b, 1018b are arranged on the boss part side end surface (center side) of the first mass body 1012, and the first elastic bodies 1014a, 1016a, 1018a are on the opposite side (outer periphery). Side) end face.

  On the other hand, the second elastic member (1020, 1022, 1024) is disposed on the core metal 1001 side (bracket 1026 side) in the Z-axis direction with respect to the first mass body 1012. The second elastic bodies (1020, 1022, 1024) are arranged so as to overlap with the radial line connecting the first elastic bodies (1014a, 1014b, 1016a, 1016b, 1018a, 1018b) and the boss center C. The

  The first mass body 1012 has a shape (arc shape) like a part of a fan shape and is accommodated in the bracket 1026. The bracket 1026 is provided with holes 1028 a and 1028 b for attaching to the core metal 1001. In the present embodiment, the first mass body 1012 has a hollow structure, but is not limited thereto, and the weight, size, and shape are appropriately changed according to the frequency to be reduced. Is possible.

  In FIG. 19, the shape and weight of the first mass body 1012, the first elastic members (1014a, 1014b, 1016a, 1016b, 1018a, 1018b) and the second elastic members (1020, 1022, 1024) Although rectangular rubber is adopted, the material and shape are not limited to this, and are appropriately adjusted according to the frequency to be reduced.

  As described above, by arranging the first elastic members (1014a, 1014b, 1016a, 1016b, 1018a, 1018b) radially around the boss center C, the first mass body 1012 with respect to vibration in the rotational direction. Can be moved constantly, and vibration in the direction can be effectively reduced. That is, when vibration in the rotation direction occurs, the force of the opposite phase is applied to the first mass body 1012 by the first elastic member (1014a, 1014b, 1016a, 1016b, 1018a, 1018b) from the boss center C as a starting point. Therefore, the vibration is actively canceled.

  On the other hand, by providing the second elastic member (1020, 1022, 1024), vibrations in directions other than the rotation direction are reduced, including the influence of the first elastic member (1014a, 1014b, 1016a, 1016b, 1018a, 1018b). It becomes possible. The vibration is controlled by the second elastic member (1020, 1022, 1024) using the weight of the first mass body 1012.

  In this embodiment, by setting the damping function (elastic member) independently for each vibration mode (rotation direction, non-rotation direction), it is possible to perform precise damping tuning with less influence on each other. It is said.

(Third embodiment)
FIG. 20A is a plan view showing the configuration of the vibration reducing structure according to the third embodiment of the present invention. FIG. 20B is a cross-sectional view in the A2-A2 direction of FIG. Hereinafter, the present embodiment will be described. However, the same or similar portions as those of the second embodiment described above will not be described for the sake of convenience. The vibration reduction structure 1110 according to the present embodiment includes a first mass body 1112; a second mass body 1130 having a U-shaped cross section; and a first mass body 1112 to reduce vibration in the rotation direction of the steering wheel. A plurality of first elastic members (1114 a, 1114 b, 1116 a, 1116 b, 1118 a, 1118 b) connected to each other; a plurality of second elastic members connected to the second mass body 1130 to reduce vibrations other than the rotation direction (1120, 1122, 1124). The vibration reducing structure 1110 also includes a bracket 1126 having an L-shaped cross section for fixing the structure 1110 to the core metal 1001. As the first and second elastic members, flexible members such as rubber can be used.

  The first elastic member (1114a, 1114b, 1116a, 1116b, 1118a, 1118b) is composed of two pairs of elastic bodies (1114a, 1114b), (1116a, 1116b), (1118a, 1118b), The pair of elastic bodies are arranged along the radial direction toward the center C of the boss portion. The first mass body 1112 and the first elastic member (1114a, 1114b, 1116a, 1116b, 1118a, 1118b) are disposed so as to be accommodated inside the second mass body 1130, and the first elastic member ( 1114a, 1114b, 1116a, 1116b, 1118a, 1118b) are interposed between the first mass body 1112 and the second mass body 1130. The first elastic bodies 1114b, 1116b, 1118b are arranged on the boss portion side end surface (center side) of the first mass body 1112 in the radial direction toward the boss center C, and the first elastic bodies 1114a, 1116a, 1118a are disposed. Is disposed on the end surface on the opposite side (outer peripheral side).

  The second elastic member (1120, 1122, 1124) is arranged on the core metal 1001 side (bracket 1126 side) in the Z-axis direction with respect to the first mass body 1112, and the second mass body 1130, the bracket 1126, and Intervened between. The second elastic bodies (1120, 1122, 1124) are arranged so as to overlap the radial line connecting the first elastic bodies (1114a, 1114b, 1116a, 1116b, 1118a, 1118b) and the boss center C. The

  As in the second embodiment, when viewed in the XY plane (see FIG. 20A), the first mass body 1112 and the second mass body 1130 are shaped like a part of a fan shape ( Arc-shaped) and disposed on the bracket 1126. The bracket 1126 is provided with holes 1128 a and 1128 b for attaching to the core metal 1001. In the present embodiment, the first mass body 1112 can have a hollow structure in the same manner as in the second embodiment, depending on the frequency to be reduced.

  Also in the present embodiment, the shape and weight of the first mass body 1112 and the second mass body 1130, the first elastic member (1114a, 1114b, 1116a, 1116b, 1118a, 1118b), and the second elastic member The material and shape of (1120, 1122, 1124) are appropriately adjusted according to the frequency to be reduced.

  As described above, by arranging the first elastic members (1114a, 1114b, 1116a, 1116b, 1118a, 1118b) radially about the boss center C, the first mass body 1112 against vibration in the rotational direction. Can be moved constantly, and vibration in the direction can be effectively reduced. That is, when vibration in the rotational direction occurs, the force of the opposite phase is applied to the first mass body 1112 by the first elastic member (1114a, 1114b, 1116a, 1116b, 1118a, 1118b) from the boss center C as a starting point. Therefore, the vibration is actively canceled.

  On the other hand, by providing the second mass body 1130 and the second elastic member (1120, 1122, 1124), the first mass body 1112 and the first elastic member (1114a, 1114b, 1116a, 1116b, 1118a, 1118b) are provided. It is possible to reduce vibrations in directions other than the rotational direction, including the influence of the above. By using the weight of the second mass body 1130, vibration is controlled by the second elastic member (1120, 1122, 1124).

  In this embodiment, by setting the damping function (elastic member) independently for each vibration mode (rotation direction, non-rotation direction), it is possible to perform precise damping tuning with less influence on each other. It is said.

(Fourth embodiment)
FIG. 21A is a plan view showing the configuration of the vibration reducing structure according to the fourth embodiment of the present invention. FIG. 21B is a cross-sectional view in the A3-A3 direction of FIG. FIG. 22 is a back view of the structure shown in FIG. Hereinafter, the present embodiment will be described. However, the same or similar portions as those in the second and third embodiments described above are omitted for the sake of convenience.

  The vibration reducing structure 1210 according to the present embodiment includes an arc-shaped first mass body 1212; an arc-shaped second mass body 1230; and a first mass body 1212 for reducing vibration in the rotation direction of the steering wheel. A plurality of first elastic members (1214, 1216, 1218) connected to the back surface (core metal side surface) of the second mass body 1230 to reduce vibrations other than the rotation direction (core metal side surface) A plurality of second elastic members (1230, 1232, 1234) connected to the surface). The vibration reduction structure 1210 also includes a U-shaped bracket 1226 for fixing the structure 1210 to the core metal 1001. As the first and second elastic members, flexible members such as rubber can be used.

  As shown in FIG. 21B, the first mass body 1212, the first elastic member (1214, 1216, 1218), the second mass body 1230, and the second elastic member 1222 are stacked along the Z-axis direction. Arranged. The radial width of the first mass body 1212 is wider than the width of the first elastic member 1216, and the radial width of the second mass body 1230 is larger than the width of the second elastic member (1214, 1216, 1218). It is getting wider. In other words, the first elastic member 1216 is arranged in the range of the width of the first mass body 1212 and the second elastic member (1214, 1216, 1218) is arranged in the range of the width of the second mass body 1230. Is done.

  In the present embodiment, the first elastic member (1214, 1216, 1218) is configured as a plurality of long elastic members extending in the radial direction toward the center C of the boss portion in the XY plane.

  The first mass body 1212, the first elastic member (1214, 1216, 1218), the second mass body 1230, and the second elastic member 1222 are all arranged so as to be accommodated inside the bracket 1226. Is done. The second elastic member (1220, 1222, 1224) is disposed on the core metal 1001 side (bracket 1226 side) in the Z-axis direction with respect to the second mass body 1230, and the second mass body 1230, the bracket 1226, and Intervened between. In addition, as shown in FIG. 22, the second elastic bodies (1220, 1222, 1224) are arranged so as to overlap the radial line connecting the first elastic bodies (1214, 1216, 1218) and the boss center C. Is done.

  Similar to the second embodiment, when viewed in the XY plane (see FIG. 21A), the first mass body 1212 and the second mass body 1230 are shaped like a part of a fan shape ( Arc-shaped) and disposed on the bracket 1226. The bracket 1226 is provided with holes 1228 a and 1228 b for attaching to the metal core 1001. In the present embodiment, according to the frequency to be reduced, the first mass body 1212 and / or the second mass body 1230 can have a hollow structure as in the second embodiment. .

  Also in the present embodiment, the shape and weight of the first mass body 1212 and the second mass body 1230, and further, the first elastic member (1214, 1216, 1218) and the second elastic member (1220, 1222, 1224). The material and shape are adjusted appropriately according to the frequency to be reduced.

  As described above, by arranging the first elastic members (1214, 1216, 1218) so as to extend radially around the boss center C, the first mass body 1212 is made constant against vibration in the rotational direction. It can be moved, and the vibration in the direction can be effectively reduced. That is, when vibration in the rotational direction is generated, vibration is actively generated by applying an antiphase force to the first mass body 1212 with the first elastic member (1214, 1216, 1218) from the boss center C as a starting point. Has been countered.

  On the other hand, including the influence of the first mass body 1212 and the first elastic member (1214, 1216, 1218) by providing the second mass body 1230 and the second elastic member (1220, 1222, 1224), Vibration in directions other than the rotation direction can be reduced. Using the weight of the second mass body 1230, the vibration is controlled by the second elastic member (1220, 1222, 1224).

  In this embodiment, by setting the damping function (elastic member) independently for each vibration mode (rotation direction, non-rotation direction), it is possible to perform precise damping tuning with less influence on each other. It is said.

  The preferred embodiments of the present invention have been described above with reference to the accompanying drawings. However, the above-described embodiments are preferred examples of the present invention, and other embodiments can be implemented by various methods. Can be carried out. The invention is not limited to the detailed shape, size, configuration, and the like of the components shown in the accompanying drawings unless otherwise specified in the present specification. In addition, expressions and terms used in the present specification are for the purpose of explanation, and are not limited thereto unless otherwise specified.

  Therefore, it is obvious for those skilled in the art that various changes and modifications can be conceived within the scope of the claims, and these naturally belong to the technical scope of the present invention. It is understood.

  The present invention can be used for a steering wheel device provided in a driver's seat of a vehicle.

DESCRIPTION OF SYMBOLS 100 ... Steering wheel 102 ... Airbag module 108 ... Inflator 110 ... Core metal member 112 ... Boss area | region 114 ... Rim 124 ... Damper unit 126 ... Pin

Claims (23)

In a steering wheel device for a vehicle,
A core member connected to the steering shaft;
An airbag module that houses an airbag cushion and an inflator and is disposed on the core member;
A damper unit that is disposed between the core member and the airbag module and damps vibration of a steering wheel;
The airbag module functions as a mass body for vibration damping,
The damper unit includes a shimmy cushioning member that is disposed along a line extending radially from the rotation center of the steering wheel and that attenuates shimmy vibration.   2. The steering wheel device according to claim 1, wherein the damper unit includes a pin that extends toward the cored bar member and is detachably coupled to the cored bar member at the center thereof. The damper unit is provided at a plurality of locations on the cored bar member,
3. The steering wheel device according to claim 2, wherein each of the damper units includes at least two shimmy buffer members spaced apart from each other with the pin interposed therebetween. The damper unit has a plurality of ring members with different diameters concentrically surrounding the pin,
The steering wheel device according to claim 2 or 3, wherein an outermost maximum annular space is formed from an innermost minimum annular space by two adjacent ring members.   The steering wheel device according to claim 4, wherein the shimming buffer member is disposed in one layer of the annular space.   The steering wheel device according to claim 5, wherein the ring member is integrally formed of the same material as the shimming buffer member.   The damper unit includes, in addition to the shimmy buffer member, an XY vibration buffer member that attenuates vibration in a plane (XY plane) perpendicular to the rotation axis of the steering wheel. The steering wheel device according to any one of the above. In addition to the shimmy buffer member, the damper unit includes an XY vibration buffer member that attenuates vibration in a plane (XY plane) perpendicular to the rotation axis of the steering wheel,
The steering wheel device according to any one of claims 4 to 6, wherein the XY vibration buffer member is disposed in the annular space in a different layer from the shimmy buffer member. When the width direction of the vehicle perpendicular to the traveling direction of the vehicle is the X direction and the direction parallel to the traveling direction of the vehicle is the Y direction,
The steering wheel device according to claim 8, wherein, for each of the damper units, the buffer member for XY vibration is provided at two locations along the X direction and at two locations along the Y direction. A plurality of protectors attached to the airbag module;
A pin that is supported by the protector and extends toward the cored bar member, and is detachably connected to the cored bar member by being inserted into the cored bar member;
A first spring installed between the airbag module and the cored bar member to separate the airbag module from the cored bar member;
A first electrical contact for operating a horn provided in the airbag module or the protector;
A moving element disposed between the airbag module and the cored bar member and movable toward the cored bar member;
An electrical second contact that is provided on the moving element and operates the horn by contacting the first contact;
When the air bag module is moved toward the core metal member against the first spring when the pin is inserted into the core metal member, the first contact and the second contact are brought into contact with each other. The moving element moves toward the cored bar member, and the airbag module pushes the pin to be inserted into the cored bar member, and the detachable connection between the pin and the cored bar member is generated. The steering wheel device according to any one of claims 1 to 9. Each of the damper units is provided in the protector,
The steering wheel device according to claim 10, wherein the pin is supported by the protector via the damper. In a steering wheel having a metal core coupled to a steering column via a boss portion,
A plurality of first elastic members coupled to the mass body to reduce vibrations in the rotational direction of the steering wheel; and a plurality of first members coupled to the mass body to reduce vibrations other than in the rotational direction. A steering wheel comprising a vibration reducing structure having two elastic members. When the rotation axis of the steering column is the Z axis and the plane perpendicular to the Z axis is the XY plane,
The first elastic member extends or is arranged in a radial direction toward the center of the boss portion in the XY plane,
The steering wheel according to claim 12, wherein the second elastic member is disposed on the core metal side in the Z-axis direction with respect to the mass body.   The steering wheel according to claim 13, wherein the first elastic member is made of a plurality of long elastic members extending in a radial direction toward the center of the boss portion in the XY plane.   The steering wheel according to claim 14, wherein each of the elongated elastic members constituting the first elastic member is disposed on the core metal side of the mass body.   The steering wheel according to claim 13, wherein the first elastic member includes a set of a plurality of elastic members arranged in a radial direction toward the center of the boss portion in the XY plane. Each set of the plurality of elastic members constituting the first elastic member is composed of two elastic members,
The said two elastic materials are arrange | positioned at the said boss | hub part side end surface of the said 1st mass body, and the opposite end surface in the radial direction which goes to the said boss | hub part, It is characterized by the above-mentioned. Steering wheel.   The steering wheel according to any one of claims 12 to 17, wherein the mass body is a single mass body.   The said mass body consists of the 1st mass body to which the said 1st elastic member is connected, and the 2nd mass body to which the said 2nd elastic member is connected, The any one of Claim 12 thru | or 18 characterized by the above-mentioned. The steering wheel according to one item.   The steering wheel according to claim 19, wherein the second mass body is disposed between the first elastic member and the second elastic member.   The steering wheel according to any one of claims 12 to 20, wherein the mass body has a sector shape in the XY plane.   The steering wheel according to any one of claims 12 to 21, wherein the vibration reducing structure is disposed at a position away from the boss portion without surrounding the boss portion.   The vibration reducing structure used in the steering wheel according to any one of claims 12 to 22.

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