Steering Wheel

Abstract

Disclosed is a steering wheel which can prevent an airbag module from sliding down by the dead weight thereof and can stabilize the position of the airbag module.　A steering wheel 1 comprises: a steering wheel body 2; an airbag module 3; and at least one coil spring 62 that biases the airbag module 3 in a direction away from the steering wheel body 2. The coil spring 62 is disposed between the steering wheel body 2 and the airbag module 3 such that the axial line thereof is displaced from that in a free state, and also applies a force F2 to the airbag module 3 in a direction crossing the axial line L1 of the coil spring in the free state.

Description

[Technical field]

[0001] The present invention relates to a steering wheel. [Background technology]

[0002] Steering wheels with a front airbag function are widely used to protect the driver in the event of a vehicle collision. For example, in the steering wheel disclosed in Patent Document 1, an airbag device is attached to the steering wheel body via three horn switch mechanisms by snap fitting. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2010-69938 A Summary of the Invention [Problem to be solved by the invention]

[0004] In conventional steering wheels, after the airbag device is attached to the steering wheel body, it may slip down slightly due to its own weight, resulting in misalignment with the steering wheel body. If such misalignment occurs, for example, the gap between the airbag device and the steering wheel body may be large on the upper side and small on the lower side, which may reduce the design of the entire steering wheel. It may also have an impact on other functions.

[0005] An object of the present invention is to provide a steering wheel that can contribute to stabilizing the position of an airbag module. [Means for solving the problem]

[0006] A steering wheel according to one aspect of the present invention comprises a steering wheel body, an airbag module, and at least one coil spring that urges the airbag module in a direction away from the steering wheel body, the at least one coil spring being arranged between the steering wheel body and the airbag module with the axis of the coil spring shifted from its free state, and configured to apply force to the airbag module in a direction that intersects the axis of the coil spring in the free state.

[0007] According to this aspect, the coil spring, whose axis is displaced from the free state, generates a bias in a direction intersecting the axis in the free state. As a result, the coil spring applies a force to the airbag module not only in a direction away from the steering wheel body, but also in the intersecting direction. By utilizing this intersecting force, the position of the airbag module can be stabilized. For example, by directing the intersecting force in a direction that suppresses the airbag module from slipping down due to its own weight, the position of the airbag module relative to the steering wheel body can be directed to its original position. [Brief description of the drawings]

[0008] [Figure 1] 1 is a perspective view showing an external appearance of a steering wheel according to an embodiment; [Diagram 2] FIG. 2 is an exploded perspective view of the steering wheel of FIG. 1 with an airbag module removed from a steering wheel body. [Diagram 3] FIG. 3 is an enlarged perspective view of the center of the steering wheel body of FIG. 2. [Figure 4] FIG. 3 is a bottom perspective view of the airbag module of FIG. 2. [Diagram 5] 2 is a cross-sectional view taken along line VV in FIG. 1. [Figure 6]2A and 2B are diagrams showing the coil spring and its surrounding structure of the steering wheel in FIG. 1, where (a) shows the state of the coil spring before the airbag module is attached to the steering wheel body, and (b) shows the state of the coil spring after the airbag module is attached to the steering wheel body. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] A steering wheel according to a preferred embodiment of the present invention will now be described.

[0010] A steering wheel is disposed on the driver's seat side of a vehicle such as an automobile, and has multiple functions. For example, the steering wheel functions as a steering device for the vehicle. Specifically, the steering wheel is generally mounted on the upper end of a steering shaft provided on the vehicle body in an inclined state. Then, the steering force from the driver is transmitted from the steering wheel to the steering shaft, and then transmitted to the wheels via a steering gear or the like, thereby changing the direction of the wheels.

[0011] The steering wheel also functions as a front airbag in the event of a vehicle emergency. A vehicle emergency refers to, for example, the occurrence of a vehicle collision. The function as a front airbag is mainly achieved by an airbag module attached to the steering wheel body. In addition to these functions, the steering wheel may also function as a horn device. The steering wheel may also function as a dynamic damper that attenuates vibrations from the vehicle to the steering wheel, and such a function is achieved by using the airbag module as a damper mass.

[0012] In a steering wheel according to one embodiment, an airbag module is attached to a steering wheel body via a damper unit or the like in a first direction. This "first direction" can be, for example, the axial or longitudinal direction of the steering shaft. In the attached state, at least one coil spring disposed between the airbag module and the steering wheel body pushes up the airbag module in a direction intersecting the first direction, thereby stabilizing the position of the airbag module. In the following description, the "first direction" is assumed to coincide with the axial direction of the steering shaft.

[0013] For ease of explanation, the three axes XYZ are defined as follows. The axial direction of the steering shaft (i.e., the first direction) is defined as the "Z-axis direction", the direction connecting 9 o'clock and 3 o'clock on an analog 12-hour clock in a plane perpendicular to the Z-axis direction is defined as the "X-axis" direction, and the direction connecting 12 o'clock and 6 o'clock on the same clock is defined as the "Y-axis" direction. The direction of the X-axis may be the direction corresponding to the width direction of the steering wheel or the vehicle. The direction of the Y-axis may be the front-rear direction of the vehicle (the traveling direction when the vehicle moves straight). The plane formed by the X-axis and the Y-axis is called the "XY plane". Furthermore, in FIG. 1, the direction in which the arrows of the three axes XYZ point is defined as the "plus side", and the opposite direction is defined as the "minus side". Therefore, for example, the plus side in the Y-axis direction is the 12 o'clock side of the above-mentioned analog 12-hour clock, and the minus side in the Y-axis direction is the 6 o'clock side of the same clock.

[0014] 1 and 2, the steering wheel 1 has a steering wheel body 2 and an airbag module 3. The steering wheel 1 also has a damper unit 4a and a support unit 4b. The airbag module 3 is attached to the steering wheel body 2 in the Z-axis direction via the damper unit 4a and the support unit 4b.

[0015] The steering wheel body 2 has a core metal 2a that forms its framework. The core metal 2a is formed from a metal such as iron, aluminum, or magnesium. The core metal 2a has a boss portion 20 in the center and a rim portion 21 on the outer periphery, and further has spoke portions 22 that connect the boss portion 20 and the rim portion 21. The rim portion 21 is the portion that is gripped by the driver, and is formed in an annular shape here. There are multiple spoke portions 22 (two in this case), and each extends outward from the boss portion 20 and is connected to the rim portion 21. In another embodiment, there may be three or more spoke portions 22.

[0016] The steering wheel main body 2 may have one or more layers on the core metal 2a. For example, the rim portion 21 and the spoke portions 22 may have a layer of soft synthetic resin coating such as foamed polyurethane resin. The rim portion 21 may have, in order outward, a urethane layer as an insulating layer, a heater electrode layer for a heater function that warms the steering wheel main body 2, a skin layer as an insulating layer, and a sensor electrode layer for detecting the driver's grip of the steering wheel main body 2.

[0017] As shown in Fig. 3, the boss portion 20 has a shaft mounting portion 23 to which a steering shaft 100 (see Fig. 5) is attached, and a base portion 24 formed by forming a concave shape in the center of the shaft mounting portion 23. The base portion 24 has inclined portions 25, 25 rising obliquely from both ends in the X-axis direction, which are connected to the spoke portions 22. In addition, both ends of the base portion 24 in the X-axis direction on the negative side in the Y-axis direction are connected by a bridge portion 26. A tab engagement portion 26a is formed in the center of the bridge portion 26, which protrudes toward the shaft mounting portion 23. A tab 39 of the airbag module 3 is elastically engaged with the tab engagement portion 26a (see Figs. 1 and 2).

[0018] A plurality of (here, two) mounting holes 27, 27 are formed penetrating the base portion 24 on both sides in the X-axis direction of the shaft mounting portion 23 (see FIG. 5), and a cylindrical collar 51 is attached to each mounting hole 27. The collar 51 is used to mount the damper unit 4a. For example, the collar 51 has a notch in the middle of a cylindrical portion having a flange portion 53 at one end (see FIG. 5), and the pin 41 of the damper unit 4a is inserted into the cylindrical portion.

[0019] The base portion 24 also has seating surfaces 28, 28 at a position on the negative side in the Y-axis direction relative to the mounting holes 27, 27. The seating surface 28 receives one end of the support unit 4b. Protrusions 29, 29 protruding from the surface of the base portion 24 to the positive side in the Z-axis direction are formed between the seating surfaces 28, 28 and the bridge portion 26. A fixed contact 72 of the horn mechanism 70 is provided on a top surface 29a of the protrusion 29. Furthermore, an interference portion 90 that interferes with one end of the support unit 4b is provided at the base portion of the protrusion 29 (details will be described later).

[0020] 4, the airbag module 3 has an airbag cushion 30 (see FIG. 5), a housing 31, an inflator 32, a module cover 33 attached to the housing 31 so as to cover the airbag cushion 30, and a lock plate 34 attached to the housing 31. The airbag cushion 30 is, for example, in a folded state.

[0021] The housing 31 has a bottom wall 36 having a bottom surface along the XY plane, and a peripheral wall 37 rising from the bottom wall 36, and is formed into a shallow dish shape overall. The inflator 32 is attached to the center of the bottom wall 36, and the lock plate 34 is attached to the periphery thereof.

[0022] A tab 39 having a spring property is attached to the housing 31. As shown in Figs. 2 and 4, the tab 39 has a cantilevered leaf spring 391 and an insulator 392 provided on the free end side of the leaf spring 391. One end of the leaf spring 391 is attached to the surface of the peripheral wall 37 on the negative side in the Y-axis direction, and extends toward the negative side in the Z-axis direction. The tab engagement portion 26a is inserted into a receiving opening 394 defined by the leaf spring 391 and the insulator 392. In this inserted state, the end surface (upper surface) of the insulator 392 on the receiving opening 394 side abuts or faces the lower surface of the tab engagement portion 26a, and the surface of the insulator 392 on the negative side in the Y-axis direction elastically abuts against the base portion of the tab engagement portion 26a (the side surface of the bridge portion 26 of the core metal 2a). As a result, vibration of the steering wheel body 2 is damped by the elastic action of the leaf spring 391.

[0023] The inflator 32 has a low-profile hollow disk body with gas ejection holes. In the event of a vehicle emergency, the inflator 32 receives a signal from a sensor in the vehicle and is activated to instantly supply gas to the airbag cushion 30. The airbag cushion 30 that has received the gas rapidly inflates, rupturing the module cover 33, and inflates toward the driver's side of the vehicle interior space to restrain the driver.

[0024] The module cover 33 is made of, for example, resin, and constitutes a design surface of the steering wheel 1 facing the driver. The module cover 33 also functions as a horn switch that the driver presses when sounding the horn. In detail, when the driver presses the module cover 33 toward the negative side in the Z-axis direction, the airbag module 3 approaches the steering wheel main body 2 against the biasing force of the damper unit 4a and the support unit 4b. At this time, the movable contact 71 of the horn mechanism 70 provided on the airbag module 3 side comes into contact with the fixed contact 72 of the horn mechanism 70 provided on the steering wheel main body 2 side. This contact causes the horn mechanism 70 to enter a horn-activated state and sound the horn. On the other hand, when the airbag module 3 is released from the downward pressure, the airbag module 3 is returned to its original position by the biasing force of the damper unit 4a and the support unit 4b, and the horn is inactivated.

[0025] The lock plate 34 is formed, for example, by pressing a single metal plate. The lock plate 34 has openings 34a, 34a in a portion that is raised away from the bottom wall 36 of the housing 31 (see FIG. 5). A pin 41 of the damper unit 4a is inserted into each of the openings 34a. A bush 61 of the support unit 4b is fixed to the flat portion of the lock pre-plate 34, and a movable contact 71 of a horn mechanism 70 is disposed on the negative side of the fixed point in the Y-axis direction.

[0026] In another embodiment, the lock plate 34 may be omitted. In that case, the configuration and function related to the lock plate 34 are provided in another member of the airbag module 3, for example, the housing 31. The bottom of the airbag module 3 facing the steering wheel main body 2 is mainly constituted by the lock plate 34 when the lock plate 34 is present, and is mainly constituted by the bottom wall 36 of the housing 31 when the lock plate 34 is not present.

[0027] 4, there are a plurality of damper units 4a and a plurality of support units 4b (here, two of each), which are disposed at the bottom of the airbag module 3. The two damper units 4a, 4a are disposed on both sides of the X-axis direction, on the positive side of the Y-axis direction, and the two support units 4b, 4b are disposed on the negative side of the Y-axis direction. From another perspective, when the airbag module 3 is viewed as an analog 12-hour clock on a plane perpendicular to the Z-axis direction, the damper units 4a, 4a are disposed approximately at the 2 o'clock and 10 o'clock positions, and the support units 4b, 4b are disposed approximately at the 4 o'clock and 8 o'clock positions.

[0028] The number and locations of the damper units 4a and support units 4b can be set as appropriate. For example, in another embodiment, the number of support units 4b may be three, and they may be arranged at the 3 o'clock, 6 o'clock, and 9 o'clock positions when viewed on an analog 12-hour clock. Also, the damper unit 4a may be omitted.

[0029] 4 and 5, the damper unit 4a has a pin 41, a spring 42, and a damper assembly 43, and constitutes a module damper that transmits vibrations of the steering wheel body 2 to the airbag module 3. In other words, the damper unit 4a functions as a dynamic damper that attenuates vibrations from the vehicle.

[0030] The damper assembly 43 is attached to the opening 34a of the lock plate 34. The damper assembly 43 has an elastic body 45, an inner sleeve 46 and an outer sleeve 47 that hold the elastic body 45, and an annular piece 48 that covers the upper surface of the elastic body 45. The elastic body 45 is for suppressing vibration of the steering wheel 1, and is formed into a ring shape from, for example, rubber or silicone. The inner sleeve 46, the outer sleeve 47, and the annular piece 48 are formed from, for example, resin, and hold the elastic body 45 in the space they surround.

[0031] The pin 41 is inserted into the inside of the inner sleeve 46. The inner sleeve 46 is configured to be slidable in the Z-axis direction relative to the pin 41. The outer sleeve 47 is attached to the opening 34a. With this attachment, the damper unit 4a is fixed to the bottom of the airbag module 3. Therefore, when the airbag module 3 moves in the Z-axis direction, the damper assembly 43 also moves in the Z-axis direction together with the airbag module 3, and during this movement, the inner sleeve 46 of the damper assembly 43 slides relative to the pin 41.

[0032] The pin 41 extends in the Z-axis direction and is inserted into the opening 34a inside the inner sleeve 46. One end of the pin 41 in the Z-axis direction is formed into a flange shape, and the upper part of the damper assembly 43 is located below this flange. The other end of the pin 41 in the Z-axis direction is inserted into the inside of the collar 51 and inserted into the mounting hole 27. A retaining spring 52 attached to the core bar 2a is engaged in the engagement groove 44 at the tip of the pin 41, thereby fixing the pin 41 to the core bar 2a.

[0033] The spring 42 is made of a coil spring provided so as to surround the outer periphery of the pin 41, and biases the airbag module 3 in a direction away from the steering wheel body 2. One end of the spring 42 is held by the holding portion 46a of the inner sleeve 46, and the other end is a free end that seats on the flange portion 53 of the collar 51.

[0034] 4 again, the support unit 4b has a bush 61 and a coil spring 62. The bush 61 is fixed to the lock plate 34. The coil spring 62 biases the airbag module 3 in a direction away from the steering wheel body 2. One end of the coil spring 62 is held by the bush 61, and the other end is a free end that seats on the seat surface 28 of the boss portion 20. The outer diameter of the coil spring 62 is smaller than the outer diameter of the spring 42 of the damper unit 4a.

[0035] Here, when mounting (assembling) the airbag module 3 to the steering wheel body 2, first, the damper unit 4a and the support unit 4b are provided on the airbag module 3 as shown in Figures 2 and 4. Then, the airbag module 3 is moved to the negative Z-axis direction, and the pin 41 of the damper unit 4a is inserted into the collar 51 and locked by the retaining spring 52 (see Figure 5). This locking connects the airbag module 3 to the core metal 2a. In this connected state, the spring 42 of the damper unit 4a and the coil spring 62 of the support unit 4b are interposed between the bottom of the airbag module 3 and the steering wheel body 2, and the airbag module 3 is elastically supported by the steering wheel body 2.

[0036] Next, the coil spring 62 and its surrounding structure will be described with reference to Fig. 6. Fig. 6(a) shows the state of the coil spring 62 before the airbag module 3 is attached to the steering wheel body 2, and Fig. 6(b) shows the state of the coil spring 62 after the airbag module 3 is attached to the steering wheel body 2.

[0037] The coil spring 62 has a first spring end 81 on the airbag module 3 side and a second spring end 82 on the steering wheel main body 2 side. The first spring end 81 and the second spring end 82 are located at both ends of the coil spring 62, respectively. Before the airbag module 3 is attached to the steering wheel main body 2, the first spring end 81 is a fixed end and the second spring end 82 is a free end. Here, the first spring end 81 is held by a bush 61 fixed to the bottom of the airbag module 3. In addition, the second spring end 82 is adapted to seat on the seat surface 28 of the steering wheel main body 2 when the airbag module 3 is attached to the steering wheel main body 2.

[0038] The coil spring 62 is, for example, a compression coil spring. The coil spring 62 has a plurality of turns, and the first spring end 81 and the second spring end 82 include the end turn portion of the coil spring. The end turn is, for example, 1.0 turn, but is not limited thereto and may be, for example, 1.5 turns.

[0039] The coil spring 62 is disposed between the steering wheel body 2 and the airbag module 3 with its axis deviated from a free state.

[0040] 6(a), when the coil spring 62 is in a free state, the axis L1 of the coil spring 62 extends parallel to the Z-axis direction. The axis L1 is a center line (coil spring axis) that passes through the center of the coil spring 62 and also passes through the centers of the end turns at both ends of the coil spring 62.

[0041] On the other hand, as shown in FIG. 6(b), when the airbag module 3 is attached to the steering wheel main body 2, the axis L2 of the coil spring 62 is shifted from the axis L1 in the free state (hereinafter referred to as the "offset state"). The axis L2 is a center line that passes through the center of the coil spring 62, like the axis L1, and also passes through the end winding centers at both ends of the coil spring 62, but is slightly inclined with respect to the Z-axis direction. Here, the axis L2 is inclined with respect to the Z-axis direction so that the center of the first spring end 81 is located on the negative side of the Y-axis direction relative to the center of the second spring end 82. Thus, in the offset state, the first spring end 81 and the second spring end 82 are shifted in a direction perpendicular to the axis L1 in the free state (here, the Y-axis direction).

[0042] The coil spring 62 arranged in an offset state generates a bias in a direction intersecting the axis L1 in the free state (here, the positive side in the Y-axis direction). As a result, the coil spring 62 applies to the airbag module 3 not only a force F1 in a direction away from the steering wheel main body 2, but also a force F2 in a direction intersecting the axis L1 in the free state (the positive side in the Y-axis direction). The resultant force of the forces F1 and F2 is a direction intersecting the mounting direction of the airbag module 3 (first direction, Z-axis direction) and pushing up the airbag module 3. Therefore, the coil spring 62 suppresses the airbag module 3 from slipping down due to its own weight relative to the steering wheel main body 2.

[0043] Here, the steering wheel body 2 is provided with a structure for putting the coil spring 62 into an offset state.

[0044] For example, the steering wheel body 2 has an interference portion 90. The interference portion 90 is configured to shift the second spring end 82 relative to the first spring end 81 in a direction perpendicular to the axis L1 of the coil spring 62 (here, the Y-axis direction). For example, the interference portion 90 contacts only the second spring end 82 of the coil spring 62 and pushes the second spring end 82 toward the Y-axis direction positive side, thereby causing a positional shift with respect to the first spring end 81. As a result, the coil spring 62 is in an offset state. Note that the amount of interference by the interference portion 90 (the force pushing the second spring end 82 toward the Y-axis direction positive side) can be set in consideration of the spring constant of the coil spring 62, etc.

[0045] The interference portion 90 may have one or more interference points with the second spring end 82. For example, the interference portion 90 may be configured to contact at least two wire portions 82a, 82b that are continuous in the axial direction of the coil spring 62 at the second spring end 82. The wire portions 82a, 82b are parts of the spring wire that constitutes the coil spring 62. The wire portions 82a, 82b are parts that constitute the number of turns of the spring, and the wire portion 82b is a part that constitutes the next number of turns with respect to the wire portion 82a. Here, the wire portion 82a is a part of the end turn of the coil spring 62.

[0046] The interference portion 90 can be formed in the core metal 2a of the steering wheel body 2, or can be configured by providing the steering wheel body 2 with a member separate from the core metal 2a. Here, the interference portion 90 is formed in the core metal 2a as a protrusion rising from the vicinity of the seating surface 28. In detail, the interference portion 90 is formed in the base portion of the convex portion 29 of the core metal 2a. The surface on the positive side in the Y axis direction of the convex portion 29 is inclined so that the upper end is located on the negative side in the Y axis direction relative to the lower end, and the base portion (lower end portion) functions as the interference portion 90.

[0047] The interference portion 90 comes into contact with the second spring end 82 of the coil spring 62 when the airbag module 3 is attached to the steering wheel body 2. Due to this contact, the second spring end 82 is shifted in a direction perpendicular to the axis L1 (here, to the positive side in the Y-axis direction) and is received by the seat surface 28. As a result, the axis L2 of the coil spring 62 is tilted from the axis L1.

[0048] The seat 28 has a flat surface in a direction perpendicular to the axis L1, and the second spring end 82 seats on the flat surface of the seat 28. In another embodiment, the seat 28 may have a positioning portion for positioning the second spring end 82. For example, the seat 28 may have a positioning portion on or near the flat surface that receives or engages with the wire portion 82a of the second spring end 82. By providing a positioning portion, the position of the biased coil spring 62 can be stabilized.

[0049] The effects of the present embodiment described above will now be described. As described above, the steering wheel 1 according to the embodiment includes the steering wheel body 2, the airbag module 3, and at least one coil spring 62 that biases the airbag module 3 in a direction away from the steering wheel body 2. The coil spring 62 is disposed between the steering wheel body 2 and the airbag module 3 with its axis deviated from the free state, and is configured to apply force to the airbag module 3 in a direction that also intersects the axis L1 of the coil spring in the free state.

[0050] According to this embodiment, the coil spring 62 arranged in an offset state generates a bias in a direction intersecting the axis L1 in a free state (here, the positive side in the Y-axis direction). As a result, the coil spring 62 applies a force to the airbag module 3 not only in the positive side in the Z-axis direction away from the steering wheel main body 2, but also in the positive side in the Y-axis direction. That is, a resultant force toward the range of the positive side in the Y-axis direction and the positive side in the Z-axis direction by the coil spring 62 arranged in an offset state acts on the airbag module 3. As a result, the airbag module 3 is pushed up so that the airbag module 3 is prevented from slipping down due to its own weight relative to the steering wheel main body 2, and the position of the airbag module 3 relative to the steering wheel main body 2 (particularly, the position in the Y-axis direction) is directed to the original mounting position.

[0051] This contributes to stabilizing the position of the airbag module 3. As a result, for example, the original positional relationship between the airbag module cover 33 and the steering wheel body 2 is maintained, and the design of the entire steering wheel 1 can be improved. In addition, such stabilization of the position of the airbag module 3 can be achieved by effectively utilizing the characteristics of the coil spring 62 interposed between the steering wheel body 2 and the airbag module 3. Some existing steering wheels have a coil spring interposed between the steering wheel body and the airbag module, and by effectively utilizing such an existing coil spring, the position of the airbag module 3 can be stabilized.

[0052] Furthermore, according to the embodiment, the coil spring 62 is disposed such that the first spring end 81 and the second spring end 82 are shifted in a direction perpendicular to the axis L1. In this manner, the axis of the coil spring 62 can be shifted by a simple method of shifting both ends of the coil spring 62 in a direction perpendicular to the axis L1.

[0053] Furthermore, according to the embodiment, the steering wheel body 2 has an interference portion 90 that displaces the second spring end 82 in a direction perpendicular to the axis L1 relative to the first spring end 81. This allows the coil spring 62 to be in an offset state by the structure provided on the steering wheel 2 side.

[0054] Furthermore, according to the embodiment, the interference portion 90 is formed in the metal core 2a that forms the framework of the steering wheel body 2. This makes it possible to effectively utilize the metal core 2a to provide the interference portion 90 for putting the coil spring 62 into an offset state.

[0055] Furthermore, according to the embodiment, the interference portion 90 is formed as a protrusion rising from the vicinity of the seat surface 28 that receives the second spring end 82. This ensures the rigidity and strength of the interference portion 90. Furthermore, in the embodiment, this protrusion serves as the base portion of the convex portion 29 on which the fixed contact 72 of the horn mechanism 70 is provided. Therefore, the structure used in the horn mechanism 70 can be effectively utilized to bring the coil spring 62 into an offset state.

[0056] Also, according to the embodiment, the interference portion 90 is configured to contact at least two wire portions 82a, 82b of the second spring end 82. This increases the contact area (interference area) of the interference portion 90, making it possible to stably or reliably press the second spring end 82.

[0057] Moreover, according to the embodiment, the coil spring 62 is located below the center of the airbag module 3. This makes it possible to effectively prevent the airbag module 3 from slipping down due to its own weight relative to the steering wheel body 2. As a result, even in the damper units 4a, 4a located above the center of the airbag module 3, the positions (positions in the Y-axis direction) between the airbag module 3 and the steering wheel body 2 are stabilized, so that the damping effect of the damper units 4a, 4a is stabilized.

[0058] Furthermore, according to the embodiment, the coil springs 62 are located on both the left and right sides as viewed from the center of the airbag module 3. This allows the airbag module 3 to be pushed up in a well-balanced manner in the left-right direction.

[0059] The above-described embodiment is intended to facilitate understanding of the present invention, and is not intended to limit the present invention. The elements of the embodiment, as well as their arrangement, materials, conditions, shapes, sizes, etc., are not limited to those exemplified, and may be modified as appropriate.

[0060] For example, the number of coil springs 62 is not limited to two, but may be three or more, or may be just 1. In the case of one coil spring, the coil spring 62 may be disposed at the 6 o'clock position of an analog 12-hour clock.

[0061] Also, the interference portion 90 may be provided on the airbag module 3 side, instead of on the steering wheel main body 2 side. For example, an interference portion may be provided on the bottom of the airbag module 3, and the interference portion may shift the first spring end 81 relative to the second spring end 82 in a direction perpendicular to the axis L1 of the coil spring 62. [Explanation of symbols]

[0062] 1...steering wheel, 2...steering wheel body, 2a...core metal, 3...airbag module, 4a...damper unit, 4b...support unit, 20...boss portion, 21...rim portion, 22...spoke portion, 23...shaft mounting portion, 24...base portion, 25...inclined portion, 26...bridge portion, 26a...tab engagement portion, 27...mounting hole, 28...seat surface, 29...projection portion, 29a...top surface, 30...airbag cushion, 31...housing, 32...inflator, 32a...fixing plate, 33...module cover, 34...lock plate, 34a...opening, 36...bottom wall, 37...peripheral wall, 39...tab, 41...pin, 42...spool spring, 43...damper assembly, 44...engagement groove, 45...elastic body, 46...inner sleeve, 46a...retaining portion, 47...outer sleeve, 48...annular piece, 51...collar, 52...retaining spring, 53...flange portion, 61...bush, 62...coil spring, 70...horn mechanism, 71...movable contact, 72...fixed contact, 81...first spring end, 82...second spring end, 82a, 82b...wire portion, 90...interference portion, 100...steering shaft, 391...leaf spring, 392...insulator, 394...receiving opening, F1, F2...force, L1...axis in free state, L2...axis in offset state

Claims

1. a steering wheel body, an airbag module, and at least one coil spring that biases the airbag module in a direction away from the steering wheel body, The at least one coil spring is A steering wheel in which the axis of the coil spring is disposed between the steering wheel body and the airbag module with the axis of the coil spring shifted from its free state, and which is configured to apply a force to the airbag module in a direction intersecting the axis of the coil spring in its free state.

2. The at least one coil spring is a first spring end portion on the airbag module side; a second spring end portion on the steering wheel body side, The at least one coil spring is 2. The steering wheel according to claim 1, wherein the first spring end and the second spring end are arranged to be offset from each other in a direction perpendicular to an axis of the coil spring in a free state.

3. 3. The steering wheel according to claim 2, wherein the steering wheel body has an interference portion that displaces the second spring end in the orthogonal direction relative to the first spring end.

4. 4. The steering wheel according to claim 3, wherein the interference portion is formed on a core metal that forms a framework of the steering wheel body.

5. the core metal has a seat surface that receives the second spring end, 5. The steering wheel according to claim 4, wherein the interference portion is formed as a protrusion rising from the vicinity of the seat surface.

6. 6. The steering wheel according to claim 3, wherein the interference portion is configured to come into contact with at least two wire portions that are continuous in an axial direction of the coil spring at the second spring end.

7. 7. The steering wheel according to claim 6, wherein the at least two wire portions include an end turn portion of the coil spring.

8. the first spring end is fixed to the airbag module, while the second spring end is not fixed to the steering wheel body; 6. A steering wheel according to claim 3, wherein the second spring end is configured to come into contact with the interference portion and be shifted in the perpendicular direction so as to be received on a seat surface of the steering wheel body when the airbag module is attached to the steering wheel body.

9. 9. The steering wheel according to claim 8, wherein the seat surface of the steering wheel body has a flat surface in the orthogonal direction.

10. 9. The steering wheel according to claim 8, wherein the seat surface of the steering wheel body has a positioning portion for positioning the second spring end portion.

11. The airbag module is attached to the steering wheel body facing in a first direction, 9. The steering wheel of claim 8, wherein the at least one coil spring applies a force to the airbag module in a direction intersecting the first direction and pushing up on the airbag module.

12. 12. The steering wheel according to claim 11, wherein the first direction is the direction of an axis of the coil spring in a free state.

13. 3. The steering wheel according to claim 2, wherein the airbag module has an interference portion that displaces the first spring end relative to the second spring end in the perpendicular direction.

14. 14. A steering wheel according to claim 1, wherein the at least one coil spring is located below the centre of the airbag module.

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