JP6498070B2 - Webbing take-up device - Google Patents

Description

  The present invention relates to a webbing take-up device capable of restricting rotation of a spool in a pull-out direction by a lock means by moving a trigger member of the trigger means.

  In the fully retracted state of the webbing where the spool cannot wind the webbing any further, the engagement claw is prevented from being engaged with the lock gear by the trigger member such as the locking claw of the vehicle sensor coming into contact with the stopper. In addition, there is a webbing take-up device that can prevent the occurrence of webbing pull-out restrictions when the webbing is fully retracted (see Patent Document 1 below as an example). In this type of webbing take-up device, if the locking claw of the vehicle sensor comes into contact with the stopper in a packaged state before the frame of the webbing take-up device is attached to the vehicle body, the locking claw receives a load from the stopper. .

JP 2008-81027 A

  In view of the above facts, an object of the present invention is to obtain a webbing take-up device that can prevent or suppress the trigger member of the trigger means from receiving a load from the suppressing means in the loaded state.

  The webbing take-up device according to claim 1 is directly or indirectly supported by a frame attached to a vehicle body, and the webbing of the seat belt device is taken up and stored, and the webbing is drawn out by being drawn out. A spool that is rotated in a direction, a lock means that is restricted from rotating in a pull-out direction of the spool when actuated, and the trigger member is moved to an engagement position and engaged with the engagement member. In the state after the trigger means for enabling the lock means and the frame is attached to the vehicle body, the spool is unable to take up the webbing any more and the webbing is fully retracted. While suppressing the movement of the trigger member, in the loaded state before the frame is attached to the vehicle body, the engagement position is moved to the engagement position. And a, a restraining means which can be moved in Riga members.

  According to the webbing take-up device of the first aspect, in the loaded state, the movement of the trigger member toward the engagement position is allowed without being suppressed by the suppressing means. For this reason, even if the trigger member is moved to the engagement position in the loaded state, the trigger member can be prevented or suppressed from receiving a load.

  The webbing take-up device according to a second aspect is the webbing take-up device according to the first aspect, wherein the trigger member has a base end portion as a fixed end, a tip end portion as a free end, and a tip end portion side. The trigger member includes an abutting portion capable of abutting on the suppressing means, and the trigger member is centered on a proximal end side of the abutting portion from the suppressing means when the abutting portion is in contact with the suppressing means. Receives rotational load.

  According to the webbing take-up device according to claim 2, even if the trigger member is moved to the engagement position in the loaded state, the tip of the contact portion that is a free end is suppressed in the contact portion of the trigger member. It can prevent or suppress receiving the load of the rotation direction centering on the base end side of a contact part from a means.

  The webbing take-up device according to claim 3 is the webbing take-up device according to claim 2, wherein the load causes the trigger member to be separated from an engagement position of the trigger member with the engagement member. Acts on the trigger member.

  According to the webbing take-up device according to claim 3, the trigger member is prevented from receiving a load from the restraining means that causes the trigger member to be separated from the engagement position of the trigger member with the engagement member in the loaded state. Or it can be suppressed.

  The webbing take-up device according to a fourth aspect is the webbing take-up device according to the third aspect, wherein the base end portion of the contact portion is engaged with the engagement member.

  According to the webbing take-up device of the fourth aspect, when the trigger member is moved to the engagement position, the base end portion of the contact portion that is a fixed end in the contact portion of the trigger member is engaged with the engagement member. Combined. For this reason, even if the contact part of a trigger member is engaged with an engagement member, it prevents or suppresses that a contact part receives the load of the rotation direction centering on the base end side of a contact part from an engagement member it can.

  The webbing take-up device according to claim 5 is the webbing take-up device according to any one of claims 1 to 4, wherein the trigger member is moved by inertia when the vehicle is rapidly decelerated. It is moved by the inertial mass.

  In the webbing take-up device according to claim 5, even if the inertial mass body is moved in the loaded state, the trigger member is restrained from moving to the engagement position even if the trigger member of the lock means is moved. Thus, the trigger member can be prevented or suppressed from receiving a load.

  As described above, according to the present invention, it is possible to prevent or suppress the trigger member of the trigger means from receiving a load from the suppressing means in the loaded state.

1 is an exploded perspective view of a webbing take-up device according to an embodiment of the present invention. It is a side view from the vehicle width direction inner side of the webbing winding device concerning one embodiment of the present invention. It is a top view of the acceleration sensor in the webbing all retracted state of the webbing take-up device according to one embodiment of the present invention. It is a top view corresponding to Drawing 3 showing the state where the contact part of the sensor lever of an acceleration sensor can engage with ratchet teeth of V gear. It is a side view corresponding to Drawing 2 showing the state where the contact part of the sensor lever of an acceleration sensor was engaged with ratchet teeth of V gear. FIG. 5 is a plan view corresponding to FIG. 4 showing a state in which a contact portion of a sensor lever of the acceleration sensor is engaged with ratchet teeth of a V gear. It is a side view corresponding to Drawing 6 showing the state where the longitudinal direction tip part of a change lever was engaged with ratchet teeth of V gear. It is a side view corresponding to FIG. 7 which shows the package state of the webbing winding device which concerns on one embodiment of this invention.

  Next, an embodiment of the present invention will be described with reference to FIGS. In each figure, an arrow FR indicates the vehicle front side to which the webbing take-up device 10 is applied, an arrow OUT indicates the vehicle width direction outer side, and an arrow UP indicates the vehicle upper side.

<Configuration of the present embodiment>
As shown in FIG. 1, the webbing take-up device 10 includes a frame 12. The frame 12 is fixed to a vehicle body (both not shown) on the vehicle rear side of the rear seat of the vehicle to which the webbing take-up device 10 is applied. The frame 12 includes a pair of leg plates 14 and 16, and the leg plates 14 and 16 are opposed to each other in the vehicle width direction. The frame 12 is provided with a spool 18. The spool 18 is formed in a substantially cylindrical shape. The center axis direction of the spool 18 is along the vehicle width direction, and the spool 18 is rotatable around the center axis. A longitudinal end portion of the elongate webbing 20 shown in FIG. 2 is engaged with the spool 18, and the webbing 20 is wound around the outer periphery of the spool 18.

  As shown in FIG. 2, the webbing 20 is pulled out from the spool 18 to the front side of the vehicle. The webbing 20 pulled out from the spool 18 extends to the vehicle lower side along the seat back through the vehicle upper side of the seat back of the rear seat on the outer side in the vehicle width direction of the seating position of the occupant in the rear seat, and the seat back and the seat of the rear seat It passes between the cushions (both not shown). Further, as shown in FIG. 8, the front end of the webbing 20 in the longitudinal direction is locked to the anchor plate 22. The anchor plate 22 is formed of a metal plate material such as iron, and is fixed to a vehicle body such as a floor portion of the vehicle below the seat cushion of the rear seat.

  The vehicle seat belt device to which the webbing retractor 10 is applied includes a buckle device (not shown). The buckle device is provided on the inner side in the vehicle width direction of the seating position of the occupant on the rear seat. The webbing 20 is mounted on the occupant's body by engaging the tongue 24 (see FIG. 8) provided on the webbing 20 with the buckle device in a state where the webbing 20 is wound around the body of the occupant seated on the rear seat. Is done.

  On the other hand, on the outer side in the vehicle width direction of the frame 12, spool urging means such as a spiral spring is provided. The spool 18 is directly or indirectly connected to the spool urging means. The webbing 20 is urged by the means in the winding direction (direction of arrow A in FIG. 1 and the like), which is the rotation direction. A pretensioner (not shown) is provided outside the frame 12 in the vehicle width direction. The pretensioner is actuated in the event of a vehicle emergency such as a vehicle collision. When the pretensioner is actuated, the spool 18 is rotated in the winding direction, whereby the webbing 20 is spooled from the longitudinal base end side. Rolled up.

  Further, as shown in FIG. 1, a torsion bar 26 as a rotational force absorbing member is provided inside the spool 18. The torsion bar 26 includes a shaft portion 28 as a rotational force absorbing portion. The shaft portion 28 has a long rod shape in the vehicle width direction, and a spool side engagement portion 30 is formed on the outer side of the shaft portion 28 in the vehicle width direction. The spool side engaging portion 30 is prevented from rotating relative to the spool 18 inside the spool 18.

  On the other hand, on the inner side in the vehicle width direction of the spool 18, a lock base 34 is provided as a lock rotator constituting a lock mechanism 32 as a lock means. A lock base side engagement portion 36 is formed on the inner side in the vehicle width direction of the shaft portion 28 of the torsion bar 26 corresponding to the lock base 34. The lock base side engaging portion 36 is prevented from rotating relative to the lock base 34.

  The lock base 34 is disposed inside a ratchet hole 38 formed in the leg plate 16 of the frame 12. Further, the lock base 34 is provided with a lock pawl 40 as a lock member. The lock pawl 40 can be engaged with the ratchet teeth of the ratchet hole 38 by being moved closer to the ratchet teeth of the ratchet hole 38, and the lock pawl 40 is engaged with the ratchet teeth of the ratchet hole 38, thereby winding the lock base 34. Rotation in the pulling direction opposite to the taking direction (arrow B direction in FIG. 1 etc.) is prevented.

  Further, the lock base 34 is formed with a spring accommodating portion 42. The spring accommodating portion 42 is opened inward in the vehicle width direction, and a compression coil spring 44 is accommodated inside the spring accommodating portion 42. The compression coil spring 44 is in pressure contact with the wall portion on the winding direction side in the inner portion of the spring accommodating portion 42.

  On the outer side in the vehicle width direction of the lock base 34, a V gear 48 as an engaging member constituting a sensor mechanism 46 as a trigger means is provided. The V gear 48 is rotatably supported by a support shaft 50 formed on the side opposite to the shaft portion 28 of the lock base side engaging portion 36 of the torsion bar 26. A contact piece extends from the V gear 48 toward the lock base 34. The contact piece of the V gear 48 is inside the spring housing portion 42 of the lock base 34, and the compression coil spring 44 in the spring housing portion 42 is pressed against the contact piece of the V gear 48 from the drawing direction side. Yes.

  Therefore, when the lock base 34 is rotated in the pull-out direction and the compression coil spring 44 is pressed toward the pull-out direction side by the wall portion on the winding direction side in the inner portion of the spring accommodating portion 42, the contact of the V gear 48. The piece is pressed by the compression coil spring 44, whereby the V gear 48 is rotated in the pull-out direction so as to follow the lock base 34.

  Further, a guide hole 52 is formed in the V gear 48, and a guide pin 54 formed in the lock pawl 40 is contained in the guide hole 52. When the lock base 34 is rotated relative to the V gear 48 in the pulling direction against the urging force of the compression coil spring 44, the guide pin 54 of the lock pawl 40 is guided to the guide hole 52 of the V gear 48. Moved. As a result, the lock pawl 40 is moved closer to the ratchet teeth of the ratchet hole 38 of the leg plate 16 of the frame 12.

  The sensor mechanism 46 includes a sensor holder 56 as a sensor support member. The sensor holder 56 is attached to the leg plate 16. The sensor holder 56 is formed in a concave shape that opens toward the leg plate 16, and the support shaft 50 of the torsion bar 26 is rotatably supported by the sensor holder 56, and is disposed inside the sensor holder 56. The V gear 48 is arranged. Further, inner ratchet teeth (not shown) constituting the WSIR mechanism are formed inside the sensor holder 56.

  The inner ratchet teeth formed inside the sensor holder 56 can be engaged with a W pawl (not shown) rotatably supported by the V gear 48, and the V gear 48 has a certain size. When the W pawl is rotated in the pull-out direction at a rotational acceleration of more than this, and a rotation delay with respect to the V gear 48 is generated in the W pawl, the W pawl is engaged with the internal ratchet teeth formed inside the sensor holder 56. . As a result, rotation of the V gear 48 in the pull-out direction is prevented.

  In addition, a sensor accommodating portion 58 is formed on the rear portion of the sensor holder 56 on the vehicle. The sensor accommodating portion 58 is opened to the inner side in the vehicle width direction (the side opposite to the leg plate 16), and the acceleration sensor 60 constituting the VSIR mechanism is disposed inside the sensor accommodating portion 58.

  As shown in FIGS. 1 and 2, the acceleration sensor 60 includes a sensor housing 62. The sensor housing 62 includes a placement portion 64. A concave surface 66 (see FIG. 1) that opens toward the upper side of the vehicle is formed on the mounting portion 64, and a spherical ball 68 as an inertial mass body is mounted on the concave surface 66. Further, the sensor housing 62 is formed with a sensor lever support portion 70. The sensor lever support portion 70 extends from the vehicle rear side end portion of the placement portion 64 to the vehicle upper side. A sensor lever 72 as a trigger member is provided at the vehicle upper end portion of the sensor lever support portion 70. The sensor lever 72 is supported by the sensor lever support portion 70 so as to be rotatable in a direction around an axis (an arrow C direction in FIG. 2 and the opposite direction) with the vehicle width direction as an axial direction.

  The sensor lever 72 includes a shade portion 74 as a trigger member main body. The cap portion 74 is disposed on the vehicle upper side of the ball 68. When the vehicle is suddenly decelerated, the ball 68 is inertially moved to the vehicle front side. As a result, when the ball 68 ascends the concave surface 66 of the mounting portion 64 of the sensor housing 62, the shade portion 74 of the sensor lever 72 is moved to the vehicle. The ball 68 is pressed from below. As a result, the sensor lever 72 is rotated upward (in the direction of arrow C in FIG. 2 and the like).

  A lever portion 76 that forms the trigger member body together with the shade portion 74 is formed at the vehicle front side end portion of the shade portion 74 of the sensor lever 72. The lever portion 76 extends from the shade portion 74 to the vehicle lower side. As shown in FIGS. 1, 2, and 3, a contact portion 77 is formed on the vehicle front side of the vehicle lower end portion of the lever portion 76 of the sensor lever 72. As shown in FIG. 3, the longitudinal direction of the contact portion 77 is the vehicle width direction, and the longitudinal base end portion of the contact portion 77 is at the vehicle lower end portion of the lever portion 76 of the sensor lever 72. The fixed end is connected. The contact portion 77 extends inward in the vehicle width direction from the vehicle lower side end portion of the lever portion 76 of the sensor lever 72, and the longitudinal end portion of the contact portion 77 is a free end.

  When the shade portion 74 of the sensor lever 72 is pressed by the ball 68 from the lower side of the vehicle and the sensor lever 72 is rotated in the direction of arrow C in FIG. 2 etc., the contact portion 77 of the sensor lever 72 Approached to the outer periphery. External ratchet teeth 78 are formed on the outer peripheral portion of the V gear 48, and the contact portion 77 of the sensor lever 72 is brought close to the outer peripheral portion of the V gear 48. In this way, when the longitudinal base end portion of the contact portion 77 is engaged with the ratchet teeth 78 of the V gear 48, the V gear 48 is prevented from rotating in the pull-out direction (the arrow B direction in FIG. 1 and the like). .

  As shown in FIG. 1, the sensor mechanism 46 includes a sensor cover 80. The sensor cover 80 is formed in a concave shape that opens toward the leg plate 16 side of the frame 12. A sensor holder 56 is contained inside the sensor cover 80, and the sensor cover 80 is attached to the leg plate 16.

  On the other hand, as shown in FIGS. 1 and 2, a switching mechanism 82 is provided inside the sensor cover 80. As shown in FIG. 2, the switching mechanism 82 includes a switching lever 84. The switching lever 84 is disposed on the vehicle lower side of the sensor housing portion 58 of the sensor holder 56. On the vehicle lower side of the sensor housing portion 58 of the sensor holder 56, a switching lever support shaft 86 is formed so as to protrude inward in the vehicle width direction from the sensor holder 56, and the longitudinal base end portion of the switching lever 84 is the switching lever support shaft. 86 is rotatably supported. As shown in FIG. 7, when the switching lever 84 is rotated in the direction of arrow D in FIG. 7 and the like, the longitudinal end of the switching lever 84 is an opening formed in the sensor holder 56 (not shown). It passes through the inside of the sensor holder 56 and can engage with the ratchet teeth 78 of the V gear 48.

  Further, one end of a latch spring 88 is engaged with the switching lever 84. The other end of the latch spring 88 is engaged with a spring engaging portion 90 formed in the vehicle lower portion of the sensor holder 56. The switching lever 84 is rotatable between the ELR operating position that is the rotating position shown in FIG. 2 and the ALR operating position that is the rotating position shown in FIG. When it is rotated from the position by a certain angle or more in the direction of arrow D in FIG. 2 or the like, the switching lever 84 is rotated to the ALR operating position by the urging force of the latch spring 88 as shown in FIG. When the switching lever 84 is rotated from the ALR operating position by a predetermined angle or more in the direction opposite to the arrow D in FIG. 2 etc., the switching lever 84 is rotated to the ELR operating position by the urging force of the latch spring 88. .

  Further, as shown in FIGS. 1 and 2, the switching mechanism 82 includes a reduction gear train 92 that constitutes a rotational force transmission means as a reduction means. The reduction gear train 92 includes a first gear 94. The first gear 94 is provided integrally with the support shaft 50 on the same axis as the support shaft 50 of the torsion bar 26 that protrudes inward in the vehicle width direction of the sensor holder 56. The switching mechanism 82 includes a second gear 96. The second gear 96 is a two-stage gear constituted by an externally-toothed large-diameter gear portion 98 having more teeth than the first gear 94 and a small-diameter gear portion 100 having fewer teeth than the large-diameter gear portion 98. Has been. The second gear 96 is disposed on the inner side in the vehicle width direction of the sensor holder 56 and on the side of the first gear 94, and is rotatably supported by a gear support portion 102 formed on the sensor holder 56. The large-diameter gear portion 98 of the second gear 96 is engaged with the first gear 94.

  The switching mechanism 82 includes a cam plate 104. The cam plate 104 includes a disc-shaped cam plate main body 106. The cam plate body 106 is disposed coaxially with the first gear 94 on the inner side in the vehicle width direction of the sensor holder 56, and is rotatably supported by a cam plate support portion 108 formed on the sensor holder 56. As shown in FIG. 2, a third gear 110 having external teeth constituting the reduction gear train 92 is formed on the outer surface of the cam plate body 106 in the vehicle width direction.

  The third gear 110 has a larger number of teeth than the small-diameter gear portion 100 of the second gear 96 and is formed coaxially with the first gear 94. The third gear 110 of the cam plate body 106 meshes with the small diameter gear portion 100 of the second gear 96. Therefore, when the first gear 94 provided on the support shaft 50 of the torsion bar 26 together with the spool 18 is rotated, the rotation of the first gear 94 is decelerated and transmitted to the third gear 110 by the second gear 96. As a result, the cam plate body 106 is rotated in the same direction as the spool 18.

  Further, the cam plate body 106 is formed with a flange portion 112 as a restraining means. The flange portion 112 has a plate shape whose thickness direction extends in the vehicle width direction, and the flange portion 112 extends from the outer peripheral part of the cam plate main body 106 to the radially outer side of the cam plate main body 106. A first switching cam portion 114 is formed at an end portion of the flange portion 112 on the inner side surface in the vehicle width direction. A second switching cam portion 116 is formed on the winding direction side end of the flange portion 112 on the outer peripheral portion of the cam plate body 106.

  Further, the longitudinal tip of the contact piece 118 is disposed on the rotation trajectory of the first switching cam portion 114 and the second switching cam portion 116 when the cam plate body 106 is rotated. The contact piece 118 extends from the longitudinal base end portion of the switching lever 84. When the spool 18 is rotated in the pull-out direction until the webbing 20 is pulled out from the spool 18 in a state where the webbing take-up device 10 is attached to the vehicle body, the first switching of the cam plate 104 is performed. The cam portion 114 is approached to the front end portion of the contact piece 118 in the longitudinal direction, and the front end portion of the contact piece 118 in the longitudinal direction is pressed by the first switching cam portion 114 to the drawing direction side. As a result, when the switching lever 84 is rotated in the direction of arrow D in FIG. 2 and the like, the longitudinal end of the switching lever 84 passes through an opening (not shown) formed in the sensor holder 56. It enters inside and can engage with ratchet teeth 78 of the V gear 48 (see FIG. 7).

  In addition, as shown in FIG. 2, with the webbing take-up device 10 attached to the vehicle body, the spool 18 is wound until just before the webbing fully retracted state where the spool 18 cannot take up the webbing 20 any more. When rotated in the take-off direction, the second switching cam portion 116 of the cam plate 104 approaches the longitudinal tip of the contact piece 118, and the longitudinal tip of the contact piece 118 is wound by the second switching cam 116. It is pressed toward the taking direction. As a result, when the switching lever 84 is rotated in the direction of arrow D in FIG. 2 and the like, the longitudinal end portion of the switching lever 84 is separated from the ratchet teeth 78 of the V gear 48.

  Further, in the fully retracted state of the webbing, the flange 112 of the cam plate 104 faces the front end in the longitudinal direction of the contact portion 77 of the sensor lever 72 of the acceleration sensor 60 on the radially outer side of the cam plate main body 106 of the cam plate 104. Has been. As described above, in the acceleration sensor 60, the longitudinal base end portion of the contact portion 77 of the sensor lever 72 is engaged with the ratchet teeth 78 of the V gear 48 by rotating the sensor lever 72 upward. This is a configuration. However, as shown in FIG. 3, the flange portion 112 of the cam plate 104 and the front end portion in the longitudinal direction of the contact portion 77 of the sensor lever 72 are opposed to each other outside the cam plate body 106 in the radial direction. If the sensor lever 72 is rotated to a position where the longitudinal base end portion of the contact portion 77 can be engaged with the ratchet teeth 78 of the V gear 48, the longitudinal tip portion of the contact portion 77 is camped. It abuts on the flange portion 112 of the plate 104.

  For this reason, in such a state, the rotation of the sensor lever 72 is suppressed by the flange portion 112 of the cam plate 104, and the longitudinal base end portion of the contact portion 77 of the sensor lever 72 is the ratchet tooth 78 of the V gear 48. Cannot be engaged. Here, in a state where the spool 18 cannot wind the webbing 20 any more before the frame 12 and the anchor plate 22 of the webbing take-up device 10 are attached to the vehicle body, the cam of the cam plate 104 The cam plate 104 is configured such that a portion of the cam plate 104 where the flange portion 112 is not formed on the outer side in the radial direction of the plate body 106 is opposed to the longitudinal tip of the contact portion 77 of the sensor lever 72. The reduction ratio of the reduction gear train 92 of the switching mechanism 82 that transmits the formation position of the flange portion 112 and the rotation of the spool 18 to the cam plate 104 is set.

<Operation and effect of the present embodiment>
In the webbing take-up device 10, the tongue 24 provided on the webbing 20 is attached to the buckle device in a state where the webbing 20 pulled out from the spool 18 by the occupant seated on the rear seat of the vehicle is hooked on the occupant's body. By being engaged, the webbing 20 is put on the occupant's body.

  In the event of a vehicle emergency such as a vehicle collision, the ball 68 of the sensor mechanism 46 is inertially moved to the front side of the vehicle, whereby the ball 68 ascends the concave surface 66 of the mounting portion 64 of the sensor housing 62. Accordingly, from the state shown in FIG. 4, when the shade 74 of the sensor lever 72 is pressed by the ball 68 from the lower side of the vehicle, the sensor lever 72 rotates in the upper side of the vehicle (in the direction of arrow C in FIG. 2 and the like). Then, the longitudinal base end portion of the contact portion 77 of the sensor lever 72 approaches the outer peripheral portion of the V gear 48. As a result, as shown in FIGS. 5 and 6, when the longitudinal base end portion of the contact portion 77 is engaged with the ratchet teeth 78 of the V gear 48, the V gear 48 is prevented from rotating in the pull-out direction. Is done.

  In this state, when the occupant of the rear seat is inertially moved to the front side of the vehicle and the webbing 20 is pulled by the occupant's body, the lock base 34 is rotated in the pull-out direction together with the spool 18. In this state, since the rotation of the V gear 48 in the pulling direction is prevented, when the lock base 34 is rotated in the pulling direction with respect to the V gear 48, the guide pin 54 of the lock pawl 40 is moved to the V gear 48. The guide hole 52 is guided and moved.

  As a result, the lock pawl 40 of the lock base 34 is moved closer to the ratchet teeth of the ratchet hole 38 of the leg plate 16 of the frame 12, and the lock pawl 40 is engaged with the ratchet teeth of the ratchet hole 38. As a result, rotation of the lock base 34 in the pull-out direction, and consequently rotation of the spool 18 in the pull-out direction, is prevented, and pull-out of the webbing 20 from the spool 18 is prevented. Accordingly, the webbing 20 can effectively prevent or suppress the inertial movement of the rear seat occupant toward the vehicle front side.

  On the other hand, when the spool 18 is rotated in the pull-out direction by pulling out the webbing 20, the rotation of the spool 18 in the pull-out direction is decelerated and transmitted to the cam plate 104, and the cam plate 104 is rotated in the pull-out direction. When the webbing 20 is pulled out just before the webbing fully pulled out state, the first switching cam portion 114 of the cam plate 104 from the winding direction side of the longitudinal end portion of the contact piece 118 of the switching lever 84 moves to the contact piece 118. The longitudinal tip is approached to the longitudinal tip, and the longitudinal tip of the abutting piece 118 is pressed by the first switching cam portion 114 toward the drawing direction.

  Furthermore, when the webbing 20 is pulled out to the fully pulled out state, the contact piece 118 pressed by the first switching cam portion 114 is rotated in the direction of arrow D in FIG. As shown in FIG. 7, when the longitudinal tip of the switching lever 84 is rotated to the ALR operating position, the longitudinal tip of the switching lever 84 opens an opening (not shown) formed in the sensor holder 56. It passes through the inside of the sensor holder 56. As a result, the longitudinal tip of the switching lever 84 is engaged with the ratchet teeth 78 of the V gear 48, and the rotation of the V gear 48 in the pull-out direction is blocked by the longitudinal tip of the switching lever 84.

  In this state, the spool 18 can rotate in the winding direction. However, when the spool 18 is rotated in the pulling direction, the lock base 34 is rotated relative to the V gear 48 in the pulling direction, and the lock pawl 40 is engaged with the ratchet teeth of the ratchet hole 38. Is prevented from rotating in the pull-out direction.

  When the spool 18 is rotated in the winding direction from this state to immediately before the fully retracted webbing state, the second switching cam portion of the cam plate 104 from the drawing direction side of the longitudinal end portion of the contact piece 118 of the switching lever 84. 116 is approached to the longitudinal tip of the contact piece 118. As a result, the longitudinal end portion of the contact piece 118 is pressed toward the winding direction by the second switching cam portion 116, and as shown in FIG. 2, the contact piece 118 is opposite to the arrow D in FIG. When the ELR operating position is rotated in the direction, the longitudinal tip of the switching lever 84 is separated from the ratchet teeth 78 of the V gear 48. As a result, in the fully retracted state of the webbing, the prevention of the rotation of the V gear 48 in the pull-out direction by the longitudinal end portion of the switching lever 84 is released.

  Further, in this fully retracted webbing state, when the sensor lever 72 of the acceleration sensor 60 is rotated and the longitudinal base end portion of the contact portion 77 of the sensor lever 72 approaches the outer peripheral portion of the V gear 48, the contact is made. The longitudinal end portion of the portion 77 is brought into contact with the flange portion 112 of the cam plate 104 (see FIG. 3). For this reason, in the fully retracted webbing state, the longitudinal end portion of the contact portion 77 cannot be engaged with the ratchet teeth 78 of the V gear 48. As a result, when the front end of the contact portion 77 of the sensor lever 72 is engaged with the ratchet teeth 78 of the V gear 48 in the fully retracted state of the webbing, the rotation prevention state in the pulling direction of the V gear 48 is generated. Can be prevented.

  Further, when the sensor lever 72 of the acceleration sensor 60 is rotated and the longitudinal end portion of the contact portion 77 of the sensor lever 72 contacts the flange portion 112 of the cam plate 104, the sensor lever 72 A torsional load F <b> 1 is applied from the flange portion 112 of the plate 104, with the longitudinal direction proximal end side of the contact portion 77 as the rotation center.

  On the other hand, in the loaded state (the state shown in FIG. 8) before the frame 12 and the anchor plate 22 of the webbing take-up device 10 are attached to the vehicle body, the webbing 20 is further taken up on the spool 18 than in the fully retracted state of the webbing. It has been. As shown in FIG. 8, in this package state, the flange portion 112 of the cam plate 104 is not opposed to the longitudinal tip of the contact portion 77 of the sensor lever 72 of the acceleration sensor 60, and the sensor lever 72 8 is rotated in the direction of arrow C in FIG. 8, the distal end portion of the contact portion 77 in the longitudinal direction is not contacted with the flange portion 112 of the cam plate 104, and the proximal end portion in the longitudinal direction of the contact portion 77. The sensor lever 72 can be rotated to a position where it can engage with the ratchet teeth 78 of the V gear 48.

  For this reason, the webbing take-up device 10 in the loaded state is placed so that the front side of the webbing take-up device 10 faces downward from the time the webbing take-up device 10 is assembled to the vehicle body. However, the sensor lever 72 does not receive the torsional load F1 (see FIG. 3) from the flange portion 112 of the cam plate 104 with the longitudinal direction proximal end side of the contact portion 77 as the rotation center. For this reason, in the present embodiment, it is possible to suppress the creep deformation of the sensor lever 72 due to the sensor lever 72 receiving the torsional load F1 from the flange portion 112 of the cam plate 104.

  On the other hand, when the sensor lever 72 of the acceleration sensor 60 is rotated and the longitudinal base end portion of the contact portion 77 of the sensor lever 72 contacts the outer peripheral portion of the V gear 48, the length of the contact portion 77 is increased. The direction base end portion receives a load (reaction force) F <b> 2 (see FIG. 6) from the outer peripheral portion of the V gear 48. Here, the torsional load F <b> 1 described above is a load with the base end side in the longitudinal direction of the contact portion 77 as the rotation center. For this reason, even if the longitudinal direction proximal end portion of the contact portion 77 receives the reaction force F2 from the outer peripheral portion of the V gear 48, the moment around the rotational direction of the longitudinal direction proximal end side of the contact portion 77 is small, or Such a moment does not occur.

  Therefore, even if the longitudinal base end portion of the contact portion 77 of the sensor lever 72 is in contact with the outer peripheral portion of the V gear 48, the longitudinal base end portion of the contact portion 77 is separated from the outer peripheral portion of the V gear 48. The torsional load received is small or no torsional load is generated. As a result, the base end portion in the longitudinal direction of the contact portion 77 of the sensor lever 72 can prevent or suppress the occurrence of creep deformation of the sensor lever 72 due to the torsional load received from the outer peripheral portion of the V gear 48.

  Accordingly, in the present embodiment, the sensor lever 72 can be softened, and the contact portion 77 of the sensor lever 72 is connected to the flange of the cam plate 104 in a state after the webbing take-up device 10 is attached to the vehicle body. It is possible to prevent or suppress the generation of a collision sound when it is collided with the outer periphery of the portion 112 or the V gear 48, and the noise can be reduced.

  Further, as described above, the front end portion of the contact portion 77 of the sensor lever 72 in the loaded state of the webbing take-up device 10 does not receive the torsional load F1 from the flange portion 112 or the like of the cam plate 104. The mechanical strength of the sensor lever 72 against the torsional load F1 can be reduced. As a result, the sensor lever 72 can be reduced in weight and size, and the cost can be reduced.

  In the present embodiment, the switching lever 84 is operated by the first switching cam portion 114 and the second switching cam portion 116 of the cam plate 104. However, the cam plate 104 may not be configured to operate the switching lever 84, and may not be configured to include the switching lever 84.

10 Webbing take-up device 12 Frame 18 Spool 20 Webbing 32 Lock mechanism (locking means)
46 Sensor mechanism (trigger means)
48 V gear (engagement member)
72 Sensor lever (trigger member)
77 Contact part 112 Flange part (suppression means)

Claims (5)

A spool that is supported directly or indirectly by a frame attached to the vehicle body, the webbing of the seat belt device is wound and stored, and the spool is rotated in the pull-out direction by being pulled out;
Locking means that is actuated to restrict rotation of the spool in the pull-out direction;
Trigger means for enabling the locking means by moving the trigger member to an engagement position and engaging the engagement member;
In the state after the frame is attached to the vehicle body, the spool is prevented from moving the trigger member to the engagement position in the fully retracted state of the webbing in which the webbing cannot be wound any more. In a packaged state before the frame is attached to the vehicle body, a suppression means capable of moving the trigger member to the engagement position;
A webbing take-up device comprising:   The trigger member has a proximal end portion as a fixed end and a distal end portion as a free end, and the distal end portion side includes an abutting portion that can abut against the suppression means. The trigger member includes the abutting portion. The webbing take-up device according to claim 1, wherein the webbing take-up device according to claim 1, wherein the webbing take-up device receives a load in a rotational direction centering on a proximal end side of the abutting portion from the restraining means by being abutted on the restraining means.   The webbing take-up device according to claim 2, wherein the load acts on the trigger member so as to separate the trigger member from an engagement position of the trigger member with the engagement member.   The webbing take-up device according to claim 2 or 3, wherein the base end portion of the contact portion is engaged with the engagement member.   The webbing retractor according to any one of claims 1 to 4, wherein the trigger member is moved by an inertial mass body that is inertially moved when the vehicle is rapidly decelerated.

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