DE102019203110A1 - End fitting tensioner for a seat belt assembly of a vehicle - Google Patents

Abstract

The invention relates to an end fitting tensioner for a seat belt arrangement of a vehicle, with a belt tensioner (5) which is connected via a pull rope (7) to a strap end (9) of a lap belt part (11) of the seat belt, the pull rope (7) for a rope deflection is guided through a deflection housing (13) and is connected to the end of the belt strap (9) with its pull cable end (17), which is led out of a cable outlet (15) of the deflection housing (13), the pull rope end (17) together with the belt strap end when the safety belt is on and in the event of a crash (9) is deflected in the direction of travel (FR) by a cable pull-off angle to the front of the vehicle, namely under loading of a front housing area (31) in the direction of travel (FR) with a pull cable force component (F). According to the invention, the deflection housing (13) is designed in two parts with a base body (35) fixedly arranged on the vehicle and with the front housing area (31) which is adjustable on the base body (35). In the event of a crash, the front housing area (31) can be moved from its rest position (R) in an evasive movement (A) to a crash position (C) in which the pull cable force component (F) acting on the front housing area (31) is reduced.

Description

The invention relates to an end fitting tensioner for a seat belt arrangement of a vehicle according to the preamble of claim 1.

Especially on the front seat of a motor vehicle, a three-point seat belt can have a belt tensioner not only on the shoulder belt part, but also at an articulation point of the lap belt part on the outer side in the transverse direction of the vehicle. With such a double tightening, the conventional stationary end fitting of the lap belt part is replaced by a pyrotechnically activated end fitting tensioner, which in the event of a crash pulls a slack from the lap belt part and thus reduces forward displacement of the pelvis.

A generic end fitting tensioner has a tubular belt tensioner which is connected to a belt strap end of a lap belt part of the seat belt via a pull rope. The pull rope is guided through a deflection housing for a rope deflection. In addition, the pull rope with its pull rope end is led out of a rope exit of the deflection housing. The end of the pull rope that is led out is connected to the strap end of the lap belt part. When the safety belt is on and in the event of a crash, the end of the pull rope together with the strap end is deflected in the direction of travel by a pull-off angle to the front of the vehicle, whereby a pull rope force component acts on a housing area of the deflection housing that is front in the direction of travel.

In the prior art, the front housing area is of the same material and is integrated in one piece in the deflection housing. If the pull cable force component acting on the front housing area in the event of a crash exceeds a breaking limit value, the front housing area breaks out of the deflection housing. This material break results in a force drop in the pool force curve.

From the DE 10 328 418 A a safety belt system of a motor vehicle with an end fitting tensioner is known, which is designed as a cable tensioner. From the U.S. 6,076,757 A a seat belt system of a motor vehicle with an end fitting tensioner is known which has a two-part housing. From the U.S. 6,089,605 A a seat belt system with an end fitting tensioner is known which has a two-part housing and additionally contains a force application device. From the US 2011 021 5185 A a seat belt system with an end fitting tensioner and a load limiting device is known. From the US 9 096 191 B2 an end fitting tensioner is known which has a housing with a force-exerting element.

The object of the invention is to provide an end fitting tensioner in which, in the event of a crash, breaking of the front cable deflection and slack in the belt can be avoided.

The object is achieved by the features of claim 1. Preferred developments of the invention are disclosed in the subclaims.

According to the characterizing part of claim 1, the deflection housing is no longer made of the same material and in one piece, but rather is made in two parts, namely with a base body fixedly arranged on the vehicle and with the front housing area. The front housing area is adjustably arranged on the base body. In the event of a crash, the front housing area can be moved from its rest position into a crash position in an evasive movement. In the crash position, the tension cable force component acting on the front housing area is reduced, so that a crash-related material breakage of the deflection housing can be avoided.

In a technical implementation, the front housing area can be prestressed into its rest position by means of a spring element with a prestressing force. In the event of a crash, the front housing area can be reversibly adjusted into the crash position by building up a restoring force - that is, against the spring preload force. The front housing area can preferably be a separate housing part with respect to the base body. The front housing area can be pivotably articulated on the base body via a hinge connection.

With a view to proper cable guidance, the deflection housing can have a cable channel on the inside through which the pull cable is guided. In the case of the end fitting tensioner installed in the motor vehicle, the cable channel can have a vertical channel section which opens outwards at the cable exit, and a horizontal channel section to which the belt tensioner (i.e. the belt tensioner tube) connects.

The above cable channel, in particular its vertical channel section, can be partially limited by the adjustable front housing area. In addition, an opening edge of the cable outlet can be formed on the front housing area in the direction of travel.

When the seat belt is taken off, the front housing area can be spring-biased into its rest position. In its rest position, the front housing area, together with the stationary base body, can bring about a vertical alignment of the pull cable end led out of the cable outlet. With such a vertical course of the With the free end of the pull rope, an optically undesirable S-lay of the seat belt can be avoided.

The above invention is especially applicable to an end fitting tensioner, the belt tensioner tube of which is arranged in the direction of travel behind the deflection housing, the tensioner tube preferably pointing towards the rear of the vehicle. In this case, starting from the belt tensioner tube, the pull rope can be deflected by a maximum of 90 ° by means of the deflection housing. In this case, the pull cable only “touches” the screw point of the deflection housing, so that the pull cable runs over the front housing area in the event of a crash (that is, under load). With this configuration in particular, there is a risk of material breakage in the front housing area in the prior art.

It is preferred if the reversible evasive movement of the front housing area only takes place in the event of a crash. Against this background, during a braking process during normal driving operation, the front housing area can be loaded with a pull cable force component, the amount of which is less than the pretensioning force acting on the front housing area. The pre-tensioning force can, however, also be dimensioned in such a way that the front movable housing flange deflects when the belt is fastened.

In the case of a conventional comparison deflection housing not covered by the invention, the front housing area is integrated in one piece with the same material. In this case, in the event of a crash, the front housing area is loaded with a pull rope force component. A material break occurs at the front housing area when the pulling cable force component acting on it exceeds a breakage limit value. The design of the prestressing force acting on the front housing area can be carried out with regard to the following facts: In the event of a crash, the evasive movement of the front housing area can preferably only take place when the pulling cable force component acting on it exceeds an evasive limit value. The avoidance limit value can preferably be dimensioned to be significantly smaller than the breakage limit value in the above comparison deflector housing.

Exemplary embodiments of the invention are described below with reference to the accompanying figures.

• 1 in einer vergrößerten Seitenansicht mit einer Blickrichtung vom Fahrzeuginnenraum der Endbeschlagstraffer in der Einbaulage;
• 2 und 3 jeweils Detail-Schnittansichten des Umlenkgehäuses in einer Ruhelage ( 2) sowie im Crashfall (3);
• 4 und 5 jeweils Ansichten entsprechend der 2 und 3 gemäß dem Stand der Technik; sowie
• 6 ein zweites Ausführungsbeispiel der Erfindung.

Show it:

• 1 in an enlarged side view with a viewing direction from the vehicle interior of the end fitting tensioner in the installation position;
• 2 and 3 detailed sectional views of the deflection housing in a rest position ( 2 ) and in the event of a crash ( 3 );
• 4th and 5 respectively views according to the 2 and 3 according to the state of the art; such as
• 6th a second embodiment of the invention.

In the 1 is the end fitting tensioner 1 shown at its place of installation, namely on an inner sheet metal part 3 a side rocker that is part of the vehicle body. The end fitting tensioner 1 is positioned in the two-lane vehicle in the vehicle longitudinal direction x between a rear wheel arch, not shown, and a front seat receptacle. By means of the end fitting tensioner 1 a better restraint effect for the occupant's pelvis is achieved in the event of a frontal crash (for example by avoiding knee contact with the dashboard). The end fitting tensioner shows this 1 a belt tensioner tube 5 on that via a pull rope 7th with a webbing end 9 a lap belt portion 11 the seat belt is connected. The seat belt is a known three-point seat belt that, in addition to the lap belt part 11 has a shoulder strap portion.

In the 1 is the pull rope 7th for a rope deflection through a deflection housing 13 out that at a screwing point 14th on the inner sheet metal part 3 is screwed. In addition, the pull rope is 7th with its pull rope end 17th from a rope exit 15th of the deflector housing 13 led out and on a steel eyelet 19th with the strap end 9 the lap belt portion 11 firmly connected.

The belt tensioner tube 5 is part of a cylinder-piston unit with a stroke-adjustable piston 21st in the belt tensioner tube 5 is arranged. In the event of a crash, an ignition generator is used 23 of the end fitting tightener 1 ignited and thereby the piston 21st abruptly adjusted over a stroke, whereby the pull rope 7th towards the rear of the vehicle into the belt tensioner tube 5 is withdrawn. The deflector housing 13 has a cable channel on the inside 25th on, by the pull rope 7th is led. In the 2 shows the rope channel 25th a vertical channel section 27 , the one at the rope exit 15th opens outwards, and a horizontal channel section 29 on which the seat belt tensioner tube is to the rear of the vehicle 5 connects.

In the 1 is the free end of the pull rope with a solid line 17th in its rest position R. shown, that is, with the seat belt off. As a result, the end of the pull rope extends 17th vertically after above. In addition, the end of the pull rope is 17th with a dashed line in a crash position C. indicated. The crash situation C. results when the seat belt is worn and in the event of a frontal crash of the vehicle, in which the vehicle occupant is shifted to the front of the vehicle and the pull rope 7th with a lap belt force F _B ( 1 ) is subjected to tension. In the crash situation C. therefore becomes the free end of the pull rope 17th including strap end 9 in the direction of travel FR deflected to the front of the vehicle by a rope pull-off angle.

With a view to a simpler understanding of the invention, the following is initially based on FIG 4th and 5 a conventional comparative deflector housing known from the prior art 13 described. As a result, in the 4th the course of the pull rope with the seat belt off, that is, in the rest position R. , indicated where the pull rope 7th loosely through the rope channel 25th of the deflector housing 13 is guided and the free end of the pull rope 17th protrudes vertically upwards. In the crash situation C. ( 5 ), i.e. when the seat belt is on and in a frontal crash, is the end of the pull rope 17th deflected to the front of the vehicle by the rope pull-off angle and with the lap belt force F _B applied. Due to this deflection towards the front of the vehicle, the free end of the pull rope becomes 17th at an opening edge 39 of the rope exit 15th diverted and becomes one in the direction of travel FR front housing area 31 with a pull rope force component F _x burdened.

In the 5 has the on the front housing area 31 Acting pull rope force component F _x exceeded a breakage limit. This leads to an in the 5 Material breakage shown on the front housing area 31 , in which a fracture segment 33 from the remaining deflector housing 13 aborted. The material break in the deflector housing 13 leads during the crash phase to an undesirable drop in force in the pelvic force curve or to undesired slack in the lap belt portion 11 .

In order to avoid such a drop in force or such a slack in the belt, is according to the 2 and 3 the deflector housing 13 realized as follows: The deflection housing is accordingly 13 no longer made of the same material and in one piece, but rather in two parts with a base body 35 at a screw point 14th stationary with the inner sheet metal part 3 the vehicle body is screwed, and to the front housing area 31 . The front housing area 31 is in the 2 and 3 as one of the basic body 35 realized a separate housing part that has a hinge connection 37 is hinged pivotably on the base body. The pivoting front housing area 31 limited in the 2 and 3 partially the vertical cable channel section 27 . In addition, is on the front housing area 31 the one in the direction of travel FR front opening edge 39 of the rope exit 15th educated.

In the 2 a pull rope course is indicated with the seat belt off. This is where the front housing area is located 31 in its rest position R. . In the rest position R. causes the front housing area 31 and the main body 35 a vertical alignment of the rope exit 15th pulled out pull rope end 17th . The front housing area 31 is in the 2 and 3 via a spring element designed as a tension spring or spiral spring 41 with a preload force F _V ( 2 ) to the rest position R. biased. In the event of a crash, there is an evasive movement A. ( 3 ) of the front housing area 31 only when the pulling rope force component acting on it F _x exceeds an evasive limit value. The evasive limit value corresponds to the amount on the front housing area 31 acting preload force F _V . The evasive limit value or the pre-tensioning force F _V is dimensioned so large that the pivotable front housing area during braking during normal driving operation 31 in its rest position R. remains.

The evasive limit value (preload force F _V ) is dimensioned according to the invention much smaller than the breakage limit value, when exceeded, the conventional comparison deflector housing 13 breaks ( 4th ). This ensures that the front housing area is already at a very early point in time in the crash phase 31 in its crash position C. ( 3 ) is deflected. As a result, in the further course of the crash phase, a drop in force or belt slack due to material breakage ( 4th ) be avoided.

In the 6th is a further embodiment of the deflection housing 13 shown. In the 6th is the spring element 41 no longer implemented as a tension spring or spiral spring, but rather as a spiral spring / flat spring, which is attached from the outside to both the front housing area 31 as well as the base body, for example, is locked. The hinge connection 37 can be implemented as a toggle joint, for example.

List of reference symbols

1

End fitting tensioner

3

Inner sheet metal part

5

Belt tensioner tube

7th

Pull rope

9

Webbing end

11

Lap belt portion

13

Deflection housing

14th

Screwing point

15th

Rope exit

17th

Pull rope end

19th

Steel eyelet

21st

piston

23

generator

25th

Rope channel

27

vertical channel section

29

horizontal duct section

31

front housing area

33

Fracture segment

35

Base body

37

Hinge connection

39

Opening edge

41

Spring element

F _x

Pull rope force component

A.

Evasive movement

R.

Rest position

C.

Crash situation

F _B

Lap belt force

FR

Direction of travel

F _V

Preload

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 10328418 A [0005]
• US 6076757 A [0005]
• US 6089605 A [0005]
• US 20110215185 A [0005]
• US 9096191 B2 [0005]

Claims (9)

End fitting tensioner for a seat belt arrangement of a vehicle, with a belt tensioner (5) which is connected via a pull rope (7) to a strap end (9) of a lap belt part (11) of the seat belt, the pull rope (7) for a rope deflection through a deflection housing ( 13) and is connected to the end of the belt strap (9) with its pull rope end (17), which is led out of a rope outlet (15) of the deflection housing (13), the pull rope end (17) together with the strap end (9) in the case of a safety belt and in the event of a crash Direction of travel (FR) is deflected by a cable pull-off angle to the front of the vehicle, while loading a front housing area (31) in the direction of travel (FR) with a pull cable force component (F _x ), characterized in that the deflection housing (13) is in two parts with a stationary is formed on the vehicle arranged base body (35) and with the front housing area (31) which is adjustably arranged on the base body (35), and that in In the event of a crash, the front housing area (31) can be adjusted from its rest position (R) in a preferably reversible evasive movement (A) into a crash position (C) in which the pull cable force component (F _x ) acting on the front housing area (31) is reduced . End fitting tensioner after Claim 1 , characterized in that the front housing area (31) is biased into its rest position (R) by means of a spring element (41), and that in the event of a crash, the front housing area (31) can be adjusted into the crash position (C) while building up a restoring force, or that the front housing area (31) can be adjusted into the crash position (C) during the belting process while building up a restoring force. End fitting tensioner after Claim 1 or 2 , characterized in that the front housing area (31) is a separate housing part with respect to the base body (35), and / or that the front housing area (35) is pivotably linked to the base body (35) via a hinge connection (37). End fitting tensioner according to one of the preceding claims, characterized in that the deflection housing (13) has a cable channel (25) on the inside through which the pull cable (7) is guided, and that in particular in the installed state the cable channel (25) has a vertical channel section (27) which opens outwards at the cable exit (15) and has a horizontal channel section (29) to which the belt tensioner (5) is connected. End fitting tensioner after Claim 4 , characterized in that the front housing area (31) partially delimits the cable channel (25), in particular the vertical channel section (27), and / or that on the front housing area (31) a front opening edge (39) in the direction of travel (FR) the cable outlet (15) is formed. End fitting tensioner according to one of the preceding claims, characterized in that when the safety belt is taken off, the adjustable front housing area (31) is in its rest position (R), and that in the rest position (R) the front housing area (31) together with the base body (35 ) cause a vertical alignment of the pull rope end (17) led out of the rope exit (15). End fitting tensioner according to one of the preceding claims, characterized in that the belt tensioner (5) is arranged in the direction of travel (FR) behind the deflection housing (13). End fitting tensioner according to one of the preceding claims, characterized in that the front housing area (31) is loaded with a pull rope force component (F _x ) during braking during normal driving operation, the amount of which is less than the pretensioning force (Fv) acting on the front housing area . End fitting tensioner according to one of the preceding claims, characterized in that in the case of a conventional comparison deflection housing (13) in which the front housing area (31) is integrally made of the same material and in one piece, the front housing area (31) in the event of a crash with a pulling cable force component (F _x ) is loaded, and that a material break occurs at the front housing area (31) of the comparison deflection housing (13), provided that the pull rope force component (F _x ) exceeds a breaking limit value, and that in the event of a crash the evasive movement (A) of the front Housing area (31) only takes place when the pull rope force component (F _x ) exceeds an evasive limit value, and that the evasive limit value is significantly smaller than the breakage limit value.

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