EP1986896A1 - Procédé de sortie contôlée d'une ceinture d'un systéme de ceinture de sécurité et systéme de retenue correspondant - Google Patents

Procédé de sortie contôlée d'une ceinture d'un systéme de ceinture de sécurité et systéme de retenue correspondant

Info

Publication number
EP1986896A1
EP1986896A1 EP07703690A EP07703690A EP1986896A1 EP 1986896 A1 EP1986896 A1 EP 1986896A1 EP 07703690 A EP07703690 A EP 07703690A EP 07703690 A EP07703690 A EP 07703690A EP 1986896 A1 EP1986896 A1 EP 1986896A1
Authority
EP
European Patent Office
Prior art keywords
occupant
webbing
crash
airbag
belt
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07703690A
Other languages
German (de)
English (en)
Inventor
Bernd Gombert
Leopold Krausen
Christian Zelger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP1986896A1 publication Critical patent/EP1986896A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/44—Belt retractors, e.g. reels with means for reducing belt tension during use under normal conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B60R21/01542—Passenger detection systems detecting passenger motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B60R21/01544—Passenger detection systems detecting seat belt parameters, e.g. length, tension or height-adjustment
    • B60R21/01548—Passenger detection systems detecting seat belt parameters, e.g. length, tension or height-adjustment sensing the amount of belt winded on retractor

Definitions

  • the invention relates to a method for the controlled dispensing of a webbing of a safety belt system for a vehicle in the event of a crash, in which a vehicle occupant secured by the safety belt system is additionally retained or caught by an airbag.
  • the invention further relates to a corresponding restraint system and a vehicle having such a restraint system.
  • Safety belt systems previously provided for use in motor vehicles usually have a rotatable belt reel on which a webbing is wound, and a mechanism designed, for example, in the form of a pawl, centrifugal or inertial device which, in the event of a crash, blocks the belt reel and thus locks the belt a deceleration of an unwinding movement of the webbing of the
  • Gurtrolle ensures.
  • such systems may optionally be equipped with a belt tensioner attached to the belt reel or a buckle, which tightly pulls the webbing just before a crash on the body of a vehicle occupant.
  • a belt force limiter is usually also provided which limits the force exerted by the belt on the vehicle occupant force, for example, by a deformation of a torsion bar from a certain belt force.
  • a belt tensioner If a belt tensioner is present, if a vehicle assistance system or a crash sensor detects an impending crash situation, a corresponding signal is passed to an electronic control unit, which then actuates an actuating mechanism of the belt tensioner.
  • the actuating mechanisms for the belt tensioner are mechanical systems. systems, pyrotechnic systems and highly dynamic electric motors employing reversible actuation systems.
  • the triggering of the blocking mechanism for blocking the belt roller in the event of a crash can in turn be effected either mechanically or electronically by an electronic control unit, for example in response to a corresponding signal from an acceleration or centrifugal force sensor.
  • the force influence in the safety belt system is conducted via a torsion bar which, as mentioned above, deforms from a predetermined belt load and thus limits the force exerted by the belt on the vehicle occupant.
  • torsion bars are usually designed and manufactured specifically for a vehicle type. In these known safety belt systems, therefore, a belt force level is set, from which a deformation of the torsion bar and thus a Gurtkraftbegrenzung is possible.
  • This safety belt system comprises an actuatable by an actuator (Electric motor) brake assembly for braking a movement of the webbing.
  • This brake arrangement is equipped with an arrangement for self-amplification of the actuation force generated by the actuator. This is advantageously a wedge brake assembly.
  • the actuator is connected to an electronic control unit, which is set up to control the actuator as a function of at least one occupant-specific and / or situation-specific parameter.
  • occupant-specific and / or situation-specific parameter represent, for example, the weight of an occupant, the seated position of the occupant, the speed of the motor vehicle, a crash pulse in the event of a crash, or parameters characterizing the surrounding situation (eg temperature, road condition, nature of an obstacle)
  • This parameter determines the electronic control unit, for example, a time-dependent desired characteristic, according to which the process of decelerating the unwinding movement of the webbing is controlled by the belt reel.
  • airbags are used to secure the vehicle occupants in the event of a crash and catch or withhold.
  • the invention is therefore based on the object to make the deceleration of the webbing movement in a seat belt system such that an additionally secured by an air bag vehicle occupant is better protected than before in a crash.
  • the invention is described primarily by the example of a motor vehicle. However, it is generally applicable in other vehicles. Furthermore, the invention proceeds from an input described safety belt system, which allows a controlled deceleration of a webbing movement. The controlled output of the webbing is here so done by controlled deceleration of the webbing movement, without that the invention would be limited to this case. Further advantageous is an adaptive seat belt system.
  • One possible embodiment of such an adaptive safety belt system is described in the aforementioned pre-application DE 10 2005 041 101.0. It should be noted that the present invention is not limited to the embodiment described therein.
  • the deceleration of the belt movement is controlled in such a way that the occupant of the vehicle is braked in particular according to a characteristic to be predetermined over a predetermined period of time such that the occupant meets an ideally unfolded airbag at the end of this period.
  • the period to be specified can be specified as a time constant. This facilitates the control or regulation of the deceleration of the belt movement.
  • the time constant is merely design-related and thus known. There is no dependency on occupant or situation parameters. At the earliest, the time (to) of the crash event can be chosen as the beginning of this predetermined period.
  • the system-inherent point in time (t2) can also be selected as the start time, to which a relaxation of the belt tightening begins. From this point on, the controlled deceleration of the webbing movement according to the invention advantageously starts.
  • the time (ts) at which the airbag is ignited is usually after the time (tz), at which the belt tightening is reduced. After ignition of the airbag, this unfolds to a maximum volume, whereupon it collapses again.
  • a time is selected at which the airbag is in a completely inflated state as possible. This may be the time when the airbag has reached the maximum volume.
  • the constant time difference between the use of the belt tensioner reduction and the time of the fully inflated airbag is selected as the predetermined period.
  • the occupant experiences an almost constant (negative) acceleration over this period of time.
  • the occupant can be moved in the event of a crash via a so-called forward displacement path.
  • the usable advancement travel (d) within the passenger compartment is limited by certain constraints and means such as steering wheel position, seating position, driver posture, seat back adjustment.
  • this forward displacement path is further reduced (or increases again when the airbag collapses).
  • the distance between the unfolded airbag and the initial occupant position is utilized for power minimized energy dissipation. In order to minimize the forces acting on the occupant as constant as possible occupant acceleration should be achieved.
  • This nearly constant acceleration should persist over the main time of the stated predetermined time period, but at least over 50, preferably over 75% of that time period.
  • the occupant forward displacement is controlled or regulated in such a way that the occupant dips into the airbag at the ideal time and the strong forces acting on the occupants are thereby minimized. It makes sense to specify the characteristic curve for the occupant or the displacement acceleration relative to the passenger compartment. This allows a regulation of this occupant forward displacement, for example, by means of a webbing roll-off sensor.
  • deceleration of the webbing movement of an adaptive seat belt system a varying belt extension can be released regardless of the weight of the occupant over time.
  • the ideal plunge point into the airbag is set at time tp * i d , by which time the useable forward displacement path, ie the distance between the deployed airbag and the initial occupant position, must be overcome.
  • the occupant displacement and thus the belt pullout can be measured to control the Gurtbandausgabe or -abbremsung for example via a webbing roll-off.
  • the initial occupant position can be determined by means of this Gurtband- Abrollsensors.
  • the seating position of the occupant should be determined. Another way to measure the occupant position is to determine this by mounted in the passenger compartment optical sensors.
  • the invention further relates to a restraint system for vehicle occupants with a seat belt system for the controlled output (or deceleration of a movement) of a seat belt securing the occupant of this seat belt system and with an air bag for additional securing or retention of the occupant secured by the seat belt system.
  • the restraint system includes means for controlling the delivery of the webbing in the event of a crash in a manner that decelerates the occupant over a predetermined period of time to meet an ideally deployed airbag at the end of that period.
  • the restraint system has means for regulating the output of the belt according to a characteristic curve, ie the belt pullout is regulated in such a way that the occupant displacement in accordance with the characteristic curve to be specified is set within a restraint system. imprinted predetermined period of time, so that the occupant dips into the airbag at the ideal time.
  • the means mentioned can advantageously be contained in the electronic control unit of the safety belt system.
  • the invention further relates to a vehicle with a restraint system according to the invention, wherein this vehicle is in particular a motor vehicle.
  • FIG. 1 schematically shows the section of a vehicle with driver in a passenger compartment
  • FIG. 2 schematically shows the course of the belt force and the course of the regulated occupant acceleration over time after a crash
  • FIG. 3 schematically shows the course of the usable advancement path over time until the occupant is immersed in the front aribag
  • FIG. 4 shows schematically the section of a vehicle with occupants and opened airbag
  • FIG. 5 is a schematic front view of an occupant secured by an adaptive safety belt system
  • Figure 6 shows a relevant section of an adaptive safety belt system, as it can be used for the present invention, shown schematically in longitudinal section and
  • FIG. 7 shows schematically the functional principle of a wedge brake integrated in an adaptive safety belt system.
  • FIG. 1 shows schematically the detail of a vehicle 100 with a driver or occupant 102 in a passenger compartment 108.
  • This figure illustrates a distance d to be defined for the complete braking of the occupant 102 within the vehicle 100, ie the maximum so-called forward displacement path d the occupant 102 is available in the event of a crash, without abutting vehicle parts.
  • the steering wheel 104 is assumed as limiting interior part.
  • the forward displacement path d is represented by a double arrow. It depends on various parameters, such as the position of the steering wheel 104, the sitting position, the posture of the driver, the sitting position in the direction of travel and the seat back position.
  • the maximum forward displacement path d can be determined by means of suitable sensors.
  • the distance can be determined, for example, by optical sensors.
  • An occupant's seating position can also be determined by measuring a webbing position via an existing webbing roll-off sensor.
  • sensors are often available on the seat adjustment, via which the position of the occupant 102 and thus the forward displacement path d can be determined.
  • Another way to be able to detect the sitting position of the occupant 102 for example, the application of marks at appropriate locations on the belt, the position of which can be tracked by cameras.
  • a possible shortening of the available forward displacement path d can be detected immediately.
  • the forward displacement path d upon ignition and deployment of an airbag 110 shown in FIG. 4, the forward displacement path d is again reduced becomes. If the airbag 110 collapses again, the forward displacement path is increased again. In a crash case typically considered here, the forward displacement path d is greatly reduced by unfolding the front airbag 110, as a comparison of FIGS. 1 and 4 immediately illustrates.
  • FIG. 2 shows the progression of the belt force over time after a crash.
  • Belt force is a function of vehicle and occupant acceleration.
  • an acceleration characteristic 130 for the occupant 102 to be braked is also shown in terms of magnitude as a characteristic curve (negative accelerations are involved). It can be seen that the acceleration of the occupant is almost constant over the majority of the period t x . This has the advantage that the forces acting on the occupants are minimized. Also others, in particular Characteristics adapted to the vehicle or vehicle acceleration can also be used.
  • FIG. 3 shows, by way of example, the usable advancement path d from the time t2 (reduction of the belt tightening by the seatbelt system) to a time tp * at which the occupant dips into the airbag after the airbag has fired at the time ts. Due to the deployment of the airbag initially reduces the usable Vorverlage- tion path d and is larger again when the airbag relaxes. Shown is the course in conventional systems for three types of persons (95% man, 50% man, 5% woman). In such non-adaptive restraint systems, the time of the occupant's immersion in the airbag varies depending on the occupant's personal characteristics (particularly, weight).
  • the 95% man dives into the airbag rather than the 50% man or the 5% woman (see times t P * 9 5 %, t P * 5 %, t P * 5 %). Since such systems can not be customized for each type of person, they are usually designed for the 50% man. Consequently, in this compromise solution, the heavyweight 95% man has a shorter advance path d, thus dipping into the airbag earlier than the 50% man, and is more likely to be injured by the airbag as it may unfold (as shown in FIG ). Since in such systems but also the 5% woman, who has a much larger Vorverlagerungsweg must also be caught by the airbag, the compromise solution is not the optimal solution for the 50% man, as shown in Figure 3. The 50% man also applies to the not yet ideally deployed airbag. The plunge point of the compromise solution P * 50% is therefore between the two extremes 95% man and 5% woman. For persons outside of this band, there is an even greater risk of injury from the restraint system.
  • an ideal immersion point P * i d is chosen. This is at the point of maximum airbag volume or short Time behind it.
  • the immersion point P * ld is assigned the time t P * ld .
  • the difference t P * ld -t2 time of belt puncture reduction) is specified as the time period t x ld .
  • This is a time constant that applies to all types of people.
  • the regulation of the Gurtabbremsung is such that over the period t x each person type ld ideally at a constant (negative) acceleration is slowed down to dive into the air bag, which already has reached its volume the maximum or already again Toggle intercepts, to relax.
  • FIG. 5 shows a front view of an occupant 102 secured by an adaptive safety belt system 1. Schematically indicated are the brake assembly 17 and the control unit 35 of the adaptive safety belt system 1 (see FIG. 6). Also visible is the webbing 16 that extends over the torso and legs of the occupant 102. The occupant 102 is in a sitting position on a vehicle seat 106. For determining the occupant position, a marker 6 may be attached to the webbing 16, for example, wherein the spatial position of the marker 6, for example via optical sensors located in the passenger compartment 108, can be detected.
  • FIG. 6 shows a longitudinal section of a section of a belt retractor 10 for a possible adaptive safety belt system 1 located on one side of a rotation axis A.
  • the belt retractor 10 comprises a belt reel 14 arranged rotatably on a floating shaft 12 and on which a belt 16 is wound.
  • the shaft 12 is rotatable about the rotation axis A with the belt reel 14.
  • a brake assembly 17 for decelerating a unwinding movement of the webbing 16 of the belt reel 14 includes a brake disc 18 which is coaxial with the belt reel 14 rotatably mounted on the shaft 12 and thus rotatable together with the belt reel 14 about the axis of rotation A.
  • a first carrier part 20 has a first portion 20 ', which extends substantially parallel to the brake disc 18 and on its side facing the brake disc 18, a first friction element 22 carries.
  • a second section 20 "of the first carrier part 20 extends substantially perpendicular to the first section 20 'around the outer periphery of the brake disk 18.
  • the first carrier part 20 is displaceable along the axis of rotation A by means of a bearing, not shown in FIG. 6, and about the axis of rotation A rotatably mounted.
  • the second portion 20 '' of the first support member 20 is provided with an external toothing 24 which cooperates with an external toothing 26 of a gear 28.
  • the gear wheel 28 is rotatably connected to a motor shaft 30 of an electric motor 32, the electric motor 32 being positioned radially outward with respect to the belt reel 14 and being fastened to a stationary housing part 34 engaging over the belt reel 14.
  • the electric motor 32 is connected to an electronic control unit 35, which in turn is connected via a CAN bus system with sensors 36 for detecting occupant-specific and situation-specific parameters, i. Sensors for detecting the occupant weight and the occupant position and speed sensors, temperature sensors, crash sensors, acceleration sensors, centrifugal force sensors, etc. is in communication.
  • the sensors 36 may be present in a motor vehicle equipped with the belt retractor 10, for example for controlling the brake system. Alternatively, however, the sensors 36 may also be separate sensors connected only to the electronic control unit 35 of the belt retractor 10.
  • a plurality of first wedges 38 are mounted around an inner circumference of the second portion 20 "of the first carrier part 20, distributed on the second portion 20" of the first carrier part 20.
  • a number of first wedges 38 corresponding number of second wedges 40 is at one of the brake disc 18th remote outer surface of a stationary and connected to the housing part 34 second support member 42 is attached.
  • the first and second wedges 38, 40 are oriented so that their oblique wedge surfaces 46, 48 are opposite and extend substantially perpendicular to the axis of rotation A.
  • a first section 42 'of the second carrier part 42 which extends substantially parallel to the brake disk 18, carries a second friction element 22'.
  • a return spring 44 is provided, the ends of which on the first portion 20 'of the first support member 20 and a substantially perpendicular to the first portion 42 'extending second portion 42' 'of the second support member 42 are supported.
  • the webbing 16 is wound up by the shaft 12 and the non-rotatably associated belt roller 14 about the axis of rotation A on the belt reel 14 or from the belt reel 14.
  • the brake disc 18, which is also rotatably mounted on the shaft 12, is also rotated about the axis of rotation A upon rotation of the shaft 12.
  • the electronic control unit 35 first controls a belt tensioner, if present, whereupon the actuating mechanism of the belt tensioner rotates the shaft 12 and thus causes the belt reel 14 and the brake disk 18 about the axis of rotation A. Characterized the webbing 16 is wound on the belt reel 14 and the webbing 16 tightened on the body of the vehicle occupant. During the crash itself, the rotational movement of the shaft 12, the belt roller 14 and the brake disk 18 caused by the belt tensioner is first stopped as a result of the force acting on the belt 16. In order to prevent rotation of the shaft 12, the belt reel 14 and the brake disk 18 in the opposite direction and thus unwinding of the webbing 16 from the belt reel 14, the electric motor 32 must then be actuated by the electronic control unit 35.
  • the electronic control unit 35 controls the deceleration of the belt 16 in accordance with an acceleration characteristic 130 for the occupant 102 given in accordance with the invention.
  • the initial occupant position and the occupant position during the crash can - as already mentioned - be detected by corresponding sensors 6, 36 and in the electronic system
  • Control unit 35 are processed accordingly.
  • the available for the controlled deceleration time t Xld is given and the control unit 35 impressed as a time constant.
  • the control unit 35 controls the electric motor 32 in such a way that the occupant displacement with constant acceleration (relative to the passenger compartment) takes place within this time constant, so that the occupant 102 dips into the airbag at the ideal time.
  • the second wedge 40 may also be replaced with another suitable device, such as a bolt, that permits sliding or rolling support of the first wedge 38 ,
  • a suitable device may also be the abutment 40 'shown in FIG. 7 which slidably supports the wedge 38.
  • the brake disk 18 When the first friction element 22 abuts on the brake disk 18, the brake disk 18 is displaced to the left in the direction of the second carrier part 42, that is to say in FIG. 6, owing to the floating mounting of the shaft 12 together with the first carrier part 20. As a result, the brake disk 18 also engages the second friction element 22 'almost without delay.
  • the first carrier part 20, the second carrier part 42 and the first and second wedges 38, 40 form a self-reinforcing arrangement, that is to say the actuating force introduced by the electric motor 32 via the gearwheel 28 becomes automatic, without any further from the outside reinforced forces to be introduced.
  • FIG. 7 shows schematically the functional principle of an alternative integrated in an adaptive safety belt system
  • a wedge assembly in which a wedge 38 is slidably supported by an abutment 40 '.
  • Wedge brakes are known per se. Therefore, only the basic function of a wedge brake will be explained below.
  • the position of the wedge 38 via the actuator force F m can be controlled.
  • the disk 18 rotates.
  • the webbing movement is decelerated by braking the disk 18 with the aid of the wedge 38.
  • the wedge 38 has a coating.
  • the abutment 40 ' is designed to float in a known manner.
  • the braking of the disc causes a deadweight effect on the Wedge 38 acts. This is called the self-reinforcement already described. It allows the disc 18 can be effectively braked with little effort on the part of the electric drive (actuator).
  • the wedge brake shown in FIG. 7 can be used particularly advantageously in an adaptive safety belt system, as has been described, for example, in FIG.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un procédé et un système de retenue pour la sortie contrôlée d'une ceinture (16) d'un système (1) de ceinture de sécurité pour un véhicule (100) en cas de collision, dans lequel un occupant du véhicule protégé par le système (1) de ceinture de sécurité est en plus retenu par un coussin (110) gonflable de sécurité, la sortie de la ceinture étant contrôlée de telle sorte que les occupants (102) sont freinés notamment selon une courbe (130) caractéristique à prédéfinir sur une période (t<SUB>xid</SUB>) prédéfinie de telle sorte que les occupants (102), à la fin de cette période, viennent heurter un coussin gonflable de sécurité idéalement déployé.
EP07703690A 2006-02-14 2007-01-08 Procédé de sortie contôlée d'une ceinture d'un systéme de ceinture de sécurité et systéme de retenue correspondant Withdrawn EP1986896A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006006807A DE102006006807B4 (de) 2006-02-14 2006-02-14 Verfahren zur gesteuerten Ausgabe eines Gurtbandes eines Sicherheitsgurtsystems und entsprechendes Rückhaltesystem
PCT/EP2007/050139 WO2007093459A1 (fr) 2006-02-14 2007-01-08 Procédé de sortie contrôlée d'une ceinture d'un système de ceinture de sécurité et système de retenue correspondant

Publications (1)

Publication Number Publication Date
EP1986896A1 true EP1986896A1 (fr) 2008-11-05

Family

ID=38288694

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07703690A Withdrawn EP1986896A1 (fr) 2006-02-14 2007-01-08 Procédé de sortie contôlée d'une ceinture d'un systéme de ceinture de sécurité et systéme de retenue correspondant

Country Status (5)

Country Link
US (1) US20090210115A1 (fr)
EP (1) EP1986896A1 (fr)
CN (1) CN101410278A (fr)
DE (1) DE102006006807B4 (fr)
WO (1) WO2007093459A1 (fr)

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See references of WO2007093459A1 *

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DE102006006807A1 (de) 2007-08-23
DE102006006807B4 (de) 2009-04-09
WO2007093459A1 (fr) 2007-08-23
US20090210115A1 (en) 2009-08-20
CN101410278A (zh) 2009-04-15

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