GB2085709A - Tensioning and locking system for safety belts - Google Patents
Tensioning and locking system for safety belts Download PDFInfo
- Publication number
- GB2085709A GB2085709A GB8033920A GB8033920A GB2085709A GB 2085709 A GB2085709 A GB 2085709A GB 8033920 A GB8033920 A GB 8033920A GB 8033920 A GB8033920 A GB 8033920A GB 2085709 A GB2085709 A GB 2085709A
- Authority
- GB
- United Kingdom
- Prior art keywords
- belt
- deflector
- vehicle
- fact
- platelet
- 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- Withdrawn
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
- B60R22/18—Anchoring devices
- B60R22/195—Anchoring devices with means to tension the belt in an emergency, e.g. means of the through-anchor or splitted reel type
- B60R22/1951—Anchoring devices with means to tension the belt in an emergency, e.g. means of the through-anchor or splitted reel type characterised by arrangements in vehicle or relative to seat belt
-
- 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
- B60R22/18—Anchoring devices
- B60R22/185—Anchoring devices with stopping means for acting directly upon the belt in an emergency, e.g. by clamping or friction
- B60R22/1855—Anchoring devices with stopping means for acting directly upon the belt in an emergency, e.g. by clamping or friction the means being sensitive to belt tension
Abstract
This invention relates to a tensioning and locking system for a vehicle safety belt, comprising a spool and a deflector. The system comprises means (9) which cause, when an impact or sudden deceleration occurs, a quick simultaneous displacement of the point where the belt (2) is deflected and of the section (2'') of the belt comprised between the spool and the deflector from a first position to a second position located beyond said point, as well as means (10) for locking the belt (2) when said point reaches the second position. The clamp and deflector (9) are mounted on a bracket (6) which is moved upwardly by a explosive charge (16) ignited by a sensor when an impact or deceleration is sensed. Thus the belt is tightened around the occupant and 'spooling' on the retractor is prevented. <IMAGE>
Description
SPECIFICATION
Tensioning and locking system for safety belts
This invention relates to a system for tensioning and locking a safety belt used in motor vehicles and airplanes.
The operating principle of safety belts is known: these belts consist of a strap or belt which extends in front of the torso of a passenger and which, at least when a shock or impact due to a sudden deceleration of the vehicle occurs, must be locked at its two ends, so as to stop the forward movement towards the front of the vehicle of the passenger protected by said belt.
If it would be admitted that the belt remains somewhat slack, this safety belt would be rather ineffective and the situation could even be so that the vehicle bounces rearwardly, whereas the passenger retained by the safety belt still moves forwardly. The safety belt must therefore be firmly tensioned. However, in order to enable the passenger to bend forward, under normal conditions and without fatigue, a single end of the belt is permanently maintained fixed through its fastening to the vehicle body, whereas the other end of the belt is wound onto a recovery spool or winder, upon which a spring acts so as to tension slightly the belt under normal conditions.Due to the general local arrangement in a vehicle, it is necessary to place between the belt winder and the section of the belt which covers the passenger torso, a deflector which might be, in principle, a mere pulley or ring in which the belt would freely pass. Under these circumstances, it is necessary to provide means for stopping the unrolling or unwinding of the belt so that, when a shock occurs, the belt be effectively maintained by two fixed points. For this purpose, the inertia of the winder or spool is used. This is however not sufficient, since in the best known devices as much as about 100 millimeters of belt leave the spool without that the passenger becomes effectively restrained.
This effect is often called the filmspool effect.
Moreover, since the part or section of the belt which extends along the passenger torso has itself a slack corresponding to a webbing or belt length of about 60 millimeters, a total length of about 160 millimeters has to be recovered. The tension of the belt is therefore in the neighbourhood of 3000 N. A rather important energy consumption is therefore required for stopping the belt.
For inhibiting said filmspool effect of the belt, several proposals have already been made. The best known proposal consists in providing the deflector with a locking device. Such a device does however not solve all the problems since a relative movement or sliding occurs between the belt and the locking device, due to the fact that the belt moves art a certain speed when the impact occurs.
It is an object of this invention to avoid said prob
lems.
This invention relates therefore to a tensioning and locking system for a safety belt of a vehicle comprising successively a spool or winder receiving one end of the webbing of the safety belt, a deflector of said webbing and a device for attaching or fixing the other end of the webbing, the deflector comprising a device for locking the belt.
According to the invention, the tensioning and locking system for a safety belt comprises means for causing, when the vehicle is subjected to a sudden deceleration, a quick displacement of the point of ultimate change of direction of the belt together with a part ofthe section of the belt which extends between the spool and the deflector, from the first position occupied, before the impact, by said point of ultimate change of direction of the belt to a second position located beyond said point, substantially in the direction of said belt section, as well as means for locking the belt when the point of ultimate change of direction of the belt reaches said second position.The words "point of ultimate change of direction of the belt", as used in the present specification and in the claims, mean the point of the belt section which leaves the deflector and beyond which the direction of said belt remains substantially invariable.
Two practical embodiments of the system according to this invention as defined hereabove will be described in detail, each embodiment being a system for tensioning and locking a safety belt. Both embodiments have their own particular advantages.
According to the first embodiment of the invention, the deflector of the belt, comprising a locking device, is mounted upon a support which is movable in respect of the vehicle and the movement of which, caused by a device which is sensitive to a sudden deceleration of the vehicle, occurs in the direction of the belt section extending between the spool and the deflector, so that said belt section and the deflecting and locking device moving in the same direction on parallel pathways are substantially at the same speed at the time when, after the deflector has come into contact with a stop or abutment, the belt is locked, so that any relative sliding of the belt and of the locking device is inhibited.
According to the second embodiment of the invention, the deflector comprises a first part (attached to the vehicle body) carrying a horizontal shaft, and a second part consisting of a platelet integral with a cylindrical tube or enlarged section of the shaft, the webbing of the safety belt passing around said tube, the system comprising also a device which is capable of a sudden trigging caused by a brutal deceleration ofthe vehicle and which causes, under the influence of said deceleration, a relative pivoting movement of the platelet around the common axis of the shaft and of the tube, the platelet having at its lower end an edge which is adjacent to the belt section extending between the spool and the deflecting tube and is located outwardly from the angle formed by this belt section and by the second belt section extending on the other side of the deflecting tube, so that, when the platelet pivotes, the first belt section
The drawing(s) originally filed were informal and the print here reproduced is taken
from a later filed formal copy is brought near the second belt section below the tube and comes into contact with said second section, both belt sections being then raised together and simultaneously locked around the edge of the platelet, when the latter has pivoted upwardly of about 1809 so that the edge ofthe platelet, where the point of final change of direction of the belt is now located, is brought above the axis of the shaft and of the deflecting tube.
The invention will now be described with reference to the attached drawings in which:
- figure 1 showsschematicallya passenger sitting in a vehicle and the safety belt as generally arranged before the application ofthe invention;
- figure 2 shows schematically a deflector with a locking device know per se, prior to the effective locking;
- figure 3 shows the device represented in figure 2, when the locking has taken place;
- figure 4 is a partial section showing a particular embodiment of a system according to the invention;
- figures 5 and 6 show schematically the principle of locking used in a second embodiment of the system according to the invention;
- figure 7 is a schematic cross-section of the second embodiment of the system according to this invention;
- figure 8 is a front view of the system shown in figure 7; and
- figure 9 is a cross-section of the system represented in figure 7, in the position occupied by the parts thereof after the locking of the belt.
In figure 1, the passenger sitting in the vehicle is designated by reference 1, the safety belt by 2, the fixed point by 3, the deflector by 4 and the spool by 5.
Figures 2 and 3 show a known locking device, which is used in the first embodiment of the invention. It comprises a piece 6 which is fixed within the vehicle and carries a shaft 7 which cannot rotate with respect to piece 6 and around which may pivote a lever 8 provided, at its upper end, with a rounded part 9 on which the webbing or belt 2 may slide. At its lower end, the lever 8 carries a jaw 10 provided with teeth on the surface directed towards the webbing or belt. A frangible or breakable pin 11 immobilizes the lever 8 with respect to piece 6. Normally, the belt 2, the section 2' of which extends on the pas sengertorso and ends at a fixed point (not shown) and the section 2" of which ends at the spool (not shown), passes freely on the part 9 of the lever 8.The
belt 2 follows the movement ofthe passenger and
moves therefore either in one direction or in the opposite direction with respect to the fixed piece 6.
When the vehicle is subjected to a sudden decelaration, a brutal pulling is exerted on the belt section 2', so that the lever 8 pivots from the position shown in figure 2 to the position shown in figure 3. In this
second position (figure 3), the jaw 10 acts upon the
belt and presses it against the piece 6, so that the
belt becomes immobile with respect to said piece 6.
The frangible pin 11 breaks, so that afterwards it can
also be proved that the safety belt was used. In this
known device, there is always, when the jaw 10 is
applied against the belt, a sliding of the latter, said sliding being obviously contrary to the desired effect, whereas the belt tends to be torn.
The system according to this invention comprises, in its first embodiment shown in figure 4, the above described deflector. However, the piece 6 is replaced by a yoke linked to a rod 12 which is axially movable.
The rod 12 is guided in an angle-iron 13 fixed to a wall 14 of the vehicle. At its lower end 12', the rod 12 is inserted in a hole 15 provided in an block 15' which is also fixed to the wall 14 of the vehicle. In the hole 15, there is an explosive load 16. A second hole 17 is provided in the block 15', the depth of said hole 17 being less than that of the hole 15.
The explosive charge 16 may be fired by a device (not shown) which acts upon an impact due to the sudden deceleration of the vehicle. When this firing occurs, the rod 12 jumps quickly in the upward direction together with the piece 6, the upper part 6' of which comes into contact with the branch 13' of the angle-iron 13. At this time, the pulling exerted by the passenger body on the belt section 2' causes the tilting or pivoting of the lever 8 which takes a position similar to that shown in figure 3.
The operation of the lever 8 is thus entirely the same, but the system according to the invention differs from the known system by the fact that, when a shock or impact occurs, the lever 8 is suddenly raised. Said lever 8 raises also the belt carried by it so as to move the point 18 of the belt section 2' towards a second position, from which said belt section 2' does no more change its direction. At the end of the stroke, the sudden movement of jumping of the lever and the locking of the belt take then place.
This locking occurs therefore at a time when the piece 6, the jaw 10 and the belt section 2" of the belt move at the same speed, so that the relative movement or sliding of the belt with respect to the deflector is counteracted. The efficiency of the new system is thus greater and the occurring forces lower than with the known device, so that the structure of the new system may be lighter.
After the impact, the lower end 12' ofthe rod 12 leaves the hole 15 and, due to the pulling exerted by the belt, said end 12' enters into the second hole 17 and remains therein. This is a prove that the safety belt operated.
The pyrotechnical load 16 may be replaced by a compressed spring, the expansion of which is caused by a mechanical system detecting impacts. It is also possible to connect the space below the lower end 12' ofthe rod 12 to a source of a pressurized medium by means of a pipe equipped with a valve, the opening of which would also be controlled by an
impact detector. The rod 12 may also carry a rack
cooperating with a ratchet mounted on the vehicle
body, so that the rod 12 is only movable in one direction.
The system is quite reliable in any case, since if the
pyrotechnical device or similar means would not
operate, the classical operation of the latch would
still lock the belt in the known manner.
A second embodiment of the system according to this invention uses, for locking the belt, a device
which is known per se and which is sometimes used
in the machines for testing the tensile strength of
belts or cables. The device comprises two non rotat
ing pins around which the belt is wound, as shown in
figures 5 and 6. The two pins are designated by
references 19 and 20 and the belt by reference 2. In
the normal position, the belt 2 may be moved freely
around the pin 19. In the locking position, the belt 2 is folded on itseh so that two superimposed sec
tions of said belt come into contact with the pin 20.
A second embodiment of the system s according to
this invention is shown in figures 7, 8 and 9.
The piece 6 of the deflector is attached to the vehi
cle body through a bushing 6' which is mounted so
as to be able to pivot on a shaft 12 carrying two stop
collars 1 2a and 12b. To the piece 6 is fixed a horizon
tal shaft 27. On this shaft 21 may be mounted a
cylindrical tube 22 connected to two flanges 24' and
24" of a U-shaped platelet 23, the part 24 of which is
attached at its upper end 25 to a cable 26.
The belt 2 passes around the tube 22, under nor
mal conditions, as shown in figure 7, the belt section
2' adjacent to the part 24 of the channel-shaped
platelet 23 extends at a short distance from the lower
edge 23a of said part 24. If, due to a shock, for instance, a relative movement is caused, as shown by the arrows f and' between the platelet 23 and the
piece 6 of the deflector, the platelet quickly pivotes in
the direction of arrow F figures 7 and 9), the edge
23a comes into contact with the belt section 2' so as
to bring it closet two the belt section 2 and raises the
point of contact between these two belt sections above the a;:is of the shaft 21, so that both webbing
or belt sections are mutually located. The belt is thereby shortened of an amount which corresponds
to two times the difference between the level of the a is of the shaft 21 and the level of the edge 23a in its
second position. During this movement the situa
tion schematically shown in figure 6 is exactly
obtained.It is to be notedthatthe point 18a of the
belt section 2' (figure 7), from which said section is
no more subjected to a change of direction, is now in
a new position 13b which corresponds substantially with the edge 23a of the platelet in its raised posi
tion. The locking of the belt takes place when said
point is in the position shown by 18b.
The relative movement which takes place when a
shock or impact occurs, of the piece 6 and of the
platelet 23, in the direction or arrows f and f' in figure
7, may be obtained in several manners.
According to one embodiment, the shaft 12 may
be fixed and the lower end of the cable 26 may be
connected to any device, such as a pyrotechnical,
electrical or hydraulic device, operated by a shock
detector.
According to another embodiment, the lower end
of the cable 26 may be fixed to the vehicle body and the shaft 21 which carries pivotably the part 6' of the
piece 6 may be arranged in the same manner as the
shaft 12 of the device shown in figure 4 and may
operate in the same manner. This second embodi
ment has the advantage of giving a proof that the
safety belt operated when an accident occurred.
In the device which has just been described
hereabove, the locking of the webbing or belt at the
deflection point may occur prior to the locking which
would normally take place in the spool.
Claims (14)
1. Tensioning and locking system for a safety belt of a vehicle comprising successively a spool or winder receiving one end of the webbing of the safety belt, a deflector of said webbing and a device for attaching or fixing the other end of the webbing, the deflector comprising a device for locking the belt, characterized by the fact that it comprises rnsans for causing, when the vehicle is subjected to sudden deceleration, a quick displacement of the point of ultimate change of direction of the belt together with a part of the section of the belt which extends bs.- ween the spool and the deflector, from the first position occupied, before the impact, by said point of ultimate change of direction of the belt to a second position located beyond said point, substantially in the direction of said belt section, as well as means for locking the belt when the point of ultimate change of direction of the belt reaches said second position.
2. System according to claim 1, characterized by the fact that the deflector of the belt, comprising a locking device, is mounted upon a support which is movable in respect of the vehicle and the movement of which, caused by a device which is sensitiveto a sudden deceleration of the vehicle, occurs in the direction of the belt section extending between the spool and the deflector, so that said belt section and the deflecting and locking device moving in the same direction on parallel pathways are substan tially at the same speed at the time where, after the deflector has come into contact with a stop or abut ment, the belt is locked, so that any relative sliding of the bek and of the locking device is substantially inhibited.
3. System accordingso claim 1, characterized by the fact that the deflector comprises a fret park (attached to the vehicle body) carrying a horizontal shaft, and a second part consisting of a platelet integral with a cylindrical tube or enlarged section of the shaft, the webbing of the safety belt passing around said tube, the system comprising also a device which is capable of a sudden trigging caused by a brutal deceleration of the vehicle and which causes, under the influence of said deceleration, a relative pivoting movement of the platelet around the common axis ofthe shaft and ofthe tube, the platelet having at its lower end an edge which is adjacent to the belt section extending between the spool and the deflecting tube and is located outwardly from the angle formed by this belt section and by the second belt section extending on the other side of the deflecting tube, so that, when the platelet pivotes, the first belt section is brought near the second belt section below the tube and comes into contact with said second section, both belt sections being then raised together and simultaneously locked around the edge of the platelet, when the latter has pivoted upwardly of about 1800, so that the edge of the platelet, where the point of final change of direction of the belt is now located is brought above the axis of the shaft and of the deflecting tube.
4. System according to any one of the preceding claims, characterized by the fact that the deflector respectively the movable support of the deflector is
fixed to a bushing pivotally carried by a substantially
vertical shaft connected to the vehicle body.
5. System according to claim 3, characterized by
the fact that the relative movement of the platelet
around the axis of the horizontal shaft is caused by a
pulling exerted on a point of the platelet, which is
excentric with respect to the axis of the shaft, this
pulling being exerted through a crank-arm or a
cable, the other end of which is attached to the vehi
cle body, whereas the part of the deflector which
carries the shaft is caused to have a relative move
ment opposite to the direction of said pulling, under
the influence of a mechanism actuated by a sudden
deceleration of the vehicle.
6. System according to any one of claims 3 and 4,
characterized by the fact that the relative rotation of
the platelet around the axis ofthe horizontal shaft is
caused by a pulling exerted on a point ofthe platelet,
which is excentric with respect to the axis ofthe
shaft, this pulling being exerted through a crank-arm
or a cable, the other end of which is attached to a
device capable of exerting a sudden traction on the
crank-arm or cable under the influence of a sudden
deceleration of the vehicle, whereas a stop inhibits
the movement in the direction of said pulling of the
part of the deflector which carries the shaft and
which is connected to the vehicle body.
7. System according to claim 2, characterized in
that the movable support is a vertical rod connected
to the vehicle body by means allowing it to move in a
single direction.
8. System according to claim 7, characterized by
the fact that the vertical rod is inserted at one end in
a hole of a piece fixed to the vehicle body, said hole
containing suddenly expansible means, the system
comprising also means for causing the expansion of
said means under the influence of a sudden deceler
ation of the vehicle.
9. System according to claim 8, characterized by
the fact that another hole is located near the hole
containing the expansible means, said other hole
being intended to receive the end of the rod, when
the latter has left the first hole under the influence of
the expansion of the expansible means contained in
said first hole.
10. System according to any one of claims 8 and
9, characterized by the fact that the suddenly expans
ible is an explosive load.
11. System according to any one of claims 8 and 9, characterized by the fact that the suddenly expans
ible means is a spring.
12. System according to any one of claims 8 and
9, characterized by the fact that the suddenly expans
ible means is a pressurized fluid coming from a
source connected to the inner space of the first hole
by a pipe equipped with a valve, the opening of
which is caused by the operation of a shock detector.
13. System according to claim 7, characterized
by the fact that the vertical rod is rigidly connected to
a rack cooperating with a ratchet pivoting around a
point of the vehicle body, so that when said rod has
left its initial position under the influence of a shock
caused by a sudden deceleration of the vehicle, said
rod cannot come back into said initial position when
the shock or impact occurred.
14. System such as described above and as shown in the attached drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8033920A GB2085709A (en) | 1980-10-21 | 1980-10-21 | Tensioning and locking system for safety belts |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8033920A GB2085709A (en) | 1980-10-21 | 1980-10-21 | Tensioning and locking system for safety belts |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2085709A true GB2085709A (en) | 1982-05-06 |
Family
ID=10516807
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8033920A Withdrawn GB2085709A (en) | 1980-10-21 | 1980-10-21 | Tensioning and locking system for safety belts |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2085709A (en) |
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3328127A1 (en) * | 1983-08-04 | 1985-02-21 | Volkswagenwerk Ag, 3180 Wolfsburg | Device for the tautening of a safety belt |
| EP0148747A2 (en) * | 1984-01-04 | 1985-07-17 | Autoflug Gmbh | Safety belt system |
| EP0153735A2 (en) * | 1984-02-29 | 1985-09-04 | Autoflug Gmbh | Safety belt system |
| GB2157152A (en) * | 1984-04-10 | 1985-10-23 | Britax Kolb Gmbh & Co | Safety belt tensioner |
| GB2160411A (en) * | 1984-05-14 | 1985-12-24 | Britax Kolb Gmbh & Co | Seat belt tensioning system |
| EP0180310A2 (en) * | 1984-10-02 | 1986-05-07 | Britax (Wingard) Limited | Clamping means for a strap |
| DE3432451A1 (en) * | 1984-09-04 | 1986-05-28 | Autoflug GmbH & Co Fahrzeugtechnik, 2084 Rellingen | SAFETY BELT ARRANGEMENT |
| EP0185367A2 (en) * | 1984-12-21 | 1986-06-25 | Autoliv-Kolb GmbH & Co. | Safety belt system |
| WO1987003849A1 (en) * | 1985-12-17 | 1987-07-02 | Ernst Hans Hellmut | Belt tensioner with locking system |
| EP0240339A2 (en) * | 1986-04-02 | 1987-10-07 | Honda Giken Kogyo Kabushiki Kaisha | Seat-belt tightening device |
| DE3719645A1 (en) * | 1987-06-12 | 1988-12-29 | Schmidt Gmbh R | Safety belt tightening device |
| DE3841811A1 (en) * | 1987-12-14 | 1989-07-13 | Herbert Mettig | Safety belt |
| DE4329308A1 (en) * | 1992-08-31 | 1994-03-03 | Trw Vehicle Safety Systems | Preloading seat belt device |
| DE4232160A1 (en) * | 1992-09-25 | 1994-03-31 | Audi Ag | Vehicle seat belt tensioning system with three-point fixing - clamps locking tongue attached to seat belt in seat belt clamp before moving latter in belt tightening direction |
| DE19522686C1 (en) * | 1995-06-22 | 1996-11-14 | Daimler Benz Ag | Three point seat belt system for motor vehicles |
| US6260884B1 (en) | 1999-03-05 | 2001-07-17 | Indiana Mills & Manufacturing, Inc. | D-loop web belt gripper |
| EP1748708B1 (en) * | 2004-05-25 | 2009-04-08 | Autoliv Development Ab | A safety-belt tongue and a safety-belt arrangement |
| CN105270320A (en) * | 2014-07-22 | 2016-01-27 | 通用汽车环球科技运作有限责任公司 | Vehicle and a locking assembly for a seat belt |
| WO2023020988A1 (en) * | 2021-08-17 | 2023-02-23 | Zf Automotive Germany Gmbh | Deflection fitting comprising a locking element for a vehicle safety belt, and vehicle occupant restraint system |
| WO2023020989A1 (en) * | 2021-08-17 | 2023-02-23 | Zf Automotive Germany Gmbh | Deflection fitting for a vehicle safety belt, and vehicle occupant restraint system |
-
1980
- 1980-10-21 GB GB8033920A patent/GB2085709A/en not_active Withdrawn
Cited By (30)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3328127A1 (en) * | 1983-08-04 | 1985-02-21 | Volkswagenwerk Ag, 3180 Wolfsburg | Device for the tautening of a safety belt |
| EP0148747A2 (en) * | 1984-01-04 | 1985-07-17 | Autoflug Gmbh | Safety belt system |
| DE3400115A1 (en) * | 1984-01-04 | 1985-07-18 | Autoflug Gmbh, 2084 Rellingen | Seat belt system |
| EP0148747A3 (en) * | 1984-01-04 | 1987-09-16 | Autoflug Gmbh | Safety belt system |
| EP0153735A2 (en) * | 1984-02-29 | 1985-09-04 | Autoflug Gmbh | Safety belt system |
| EP0153735A3 (en) * | 1984-02-29 | 1987-08-19 | Autoflug Gmbh | Safety belt system |
| GB2157152A (en) * | 1984-04-10 | 1985-10-23 | Britax Kolb Gmbh & Co | Safety belt tensioner |
| US4597545A (en) * | 1984-05-14 | 1986-07-01 | Britax-Kolb Gmbh & Co. | Seat belt tensioning system |
| GB2160411A (en) * | 1984-05-14 | 1985-12-24 | Britax Kolb Gmbh & Co | Seat belt tensioning system |
| DE3432451A1 (en) * | 1984-09-04 | 1986-05-28 | Autoflug GmbH & Co Fahrzeugtechnik, 2084 Rellingen | SAFETY BELT ARRANGEMENT |
| EP0180310A3 (en) * | 1984-10-02 | 1987-05-20 | Britax (Wingard) Limited | Clamping means for a strap |
| EP0180310A2 (en) * | 1984-10-02 | 1986-05-07 | Britax (Wingard) Limited | Clamping means for a strap |
| US4687253A (en) * | 1984-12-21 | 1987-08-18 | Britax-Kolb Gmbh & Co. | Safety-belt system |
| EP0185367A3 (en) * | 1984-12-21 | 1987-08-19 | Britax-Kolb Gmbh & Co | Safety belt system |
| EP0185367A2 (en) * | 1984-12-21 | 1986-06-25 | Autoliv-Kolb GmbH & Co. | Safety belt system |
| EP0310144A2 (en) | 1984-12-21 | 1989-04-05 | Autoliv-Kolb GmbH & Co. | Clamping device for a seat belt system |
| WO1987003849A1 (en) * | 1985-12-17 | 1987-07-02 | Ernst Hans Hellmut | Belt tensioner with locking system |
| EP0240339A2 (en) * | 1986-04-02 | 1987-10-07 | Honda Giken Kogyo Kabushiki Kaisha | Seat-belt tightening device |
| EP0240339A3 (en) * | 1986-04-02 | 1989-03-22 | Honda Giken Kogyo Kabushiki Kaisha | Seat-belt tightening device |
| DE3719645A1 (en) * | 1987-06-12 | 1988-12-29 | Schmidt Gmbh R | Safety belt tightening device |
| DE3841811A1 (en) * | 1987-12-14 | 1989-07-13 | Herbert Mettig | Safety belt |
| DE4329308A1 (en) * | 1992-08-31 | 1994-03-03 | Trw Vehicle Safety Systems | Preloading seat belt device |
| DE4329308C2 (en) * | 1992-08-31 | 2000-01-27 | Trw Vehicle Safety Systems | Adjustable seat belt deflection fitting |
| DE4232160A1 (en) * | 1992-09-25 | 1994-03-31 | Audi Ag | Vehicle seat belt tensioning system with three-point fixing - clamps locking tongue attached to seat belt in seat belt clamp before moving latter in belt tightening direction |
| DE19522686C1 (en) * | 1995-06-22 | 1996-11-14 | Daimler Benz Ag | Three point seat belt system for motor vehicles |
| US6260884B1 (en) | 1999-03-05 | 2001-07-17 | Indiana Mills & Manufacturing, Inc. | D-loop web belt gripper |
| EP1748708B1 (en) * | 2004-05-25 | 2009-04-08 | Autoliv Development Ab | A safety-belt tongue and a safety-belt arrangement |
| CN105270320A (en) * | 2014-07-22 | 2016-01-27 | 通用汽车环球科技运作有限责任公司 | Vehicle and a locking assembly for a seat belt |
| WO2023020988A1 (en) * | 2021-08-17 | 2023-02-23 | Zf Automotive Germany Gmbh | Deflection fitting comprising a locking element for a vehicle safety belt, and vehicle occupant restraint system |
| WO2023020989A1 (en) * | 2021-08-17 | 2023-02-23 | Zf Automotive Germany Gmbh | Deflection fitting for a vehicle safety belt, and vehicle occupant restraint system |
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