WO2007025958A1 - Sicherheitsgurtsystem - Google Patents
Sicherheitsgurtsystem Download PDFInfo
- Publication number
- WO2007025958A1 WO2007025958A1 PCT/EP2006/065759 EP2006065759W WO2007025958A1 WO 2007025958 A1 WO2007025958 A1 WO 2007025958A1 EP 2006065759 W EP2006065759 W EP 2006065759W WO 2007025958 A1 WO2007025958 A1 WO 2007025958A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- specific
- occupant
- belt system
- webbing
- situation
- Prior art date
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
- B60R22/341—Belt retractors, e.g. reels comprising energy-absorbing means
- B60R22/3413—Belt retractors, e.g. reels comprising energy-absorbing means operating between belt reel and retractor frame
-
- 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
- B60R22/28—Safety belts or body harnesses in vehicles incorporating energy-absorbing devices
-
- 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
-
- 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
- B60R22/343—Belt retractors, e.g. reels with electrically actuated locking means
-
- 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
- B60R22/28—Safety belts or body harnesses in vehicles incorporating energy-absorbing devices
- B60R2022/285—Safety belts or body harnesses in vehicles incorporating energy-absorbing devices using friction surfaces
-
- 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
- B60R22/28—Safety belts or body harnesses in vehicles incorporating energy-absorbing devices
- B60R2022/288—Safety belts or body harnesses in vehicles incorporating energy-absorbing devices with means to adjust or regulate the amount of energy to be absorbed
Definitions
- the invention relates to a safety belt system with a belt reel and a webbing wound on the belt reel.
- Modern, intended for use in motor vehicles safety belt systems usually have a rotatable belt roll on which a webbing is wound, as well as a trained, for example in the form of a pawl, centrifugal or inertial mechanism, in the event of a crash for a blockage of the belt reel and thus for a Abbremsung a unwinding of the webbing of the belt roll provides.
- a belt force limiter is usually also provided which limits the force exerted by the webbing on the vehicle occupant force, for example, by a deformation of a torsion bar from a predetermined belt force.
- a vehicle assistance system or a crash sensor detects an imminent crash situation, a corresponding signal is sent to an electronic control unit, which then activates an actuating mechanism of the belt tensioner and thus provides for a deployment of the belt tensioner.
- actuating mechanisms for the belt tensioner come mechanical systems with a preloaded spring or pyrotechnic systems, in which the tightening of the belt is effected by means of a pyro-technical propellant charge used. These sys- Systems are ineffective after a single release and must therefore be replaced after a crash. In contrast, reversible actuation systems, in which, for example, a highly dynamic electric motor is used, reusable.
- the webbing is tightened by up to 300 mm within 5 to 20 ms, so that the vehicle occupant is pulled into an optimal sitting position and the webbing is tight against the body even when the vehicle occupant wears thick clothing.
- the belt reel and thus the webbing is blocked by the mechanism formed for example in the form of a pawl, centrifugal or inertial device.
- the triggering of the blocking mechanism can in turn be effected either mechanically or electronically by the electronic control unit, for example in response to a corresponding signal from an acceleration or centrifugal force sensor.
- the power flow in the seat belt system is passed over the torsion bar which, as noted above, deforms from a predetermined belt load and thus limits the force applied by the belt to the vehicle occupant. In this way, the stress, in particular of the head and chest of the occupant can be reduced by the belt system.
- a belt force level is defined, from which a deformation of the torsion bar and thus a belt force limitation is possible.
- Some systems allow a one-time mechanical changeover between two different belt force levels.
- these systems are not capable of responding to a change in other parameters, e.g. a faulty position ('' out of position '') of a vehicle occupant or specific driving or crash situations to respond, which may be characterized for example by a certain driving speed, a specific crash pulse and the respective environmental situation.
- the object of the invention is to provide an adaptive safety belt system which has an individual control system. tion of the force applied in the event of a crash of the webbing on a vehicle occupant force.
- the safety belt system comprises an actuatable by an actuator brake assembly for braking a movement of the webbing.
- the braking of the movement of the webbing can be done in the inventive safety belt system by braking a rotational movement of a rotatable belt reel for unwinding or winding of the webbing from or to the belt reel, but also by a braking force attack on the webbing itself.
- the actuatable by an actuator brake assembly can act on the belt reel, but also on the webbing itself.
- the brake assembly of the inventive safety belt system is equipped with an arrangement for self-amplification of an actuating force generated by the actuator.
- an arrangement for self-amplification of an actuating force generated by the actuator By such a self-energizing arrangement, the operating force to be applied by the actuator to achieve a desired braking effect can be significantly reduced.
- a compact, lightweight actuator can be used.
- the brake assembly of the safety belt system according to the invention thus has a sufficiently small volume in order to be accommodated in the installation space which is usually available only to a very limited extent in modern motor vehicles, for example in the B pillar of the motor vehicle.
- the actuator for actuating the brake assembly in the safety belt system is connected to an electronic control unit.
- the electronic tax The unit is configured to control the actuator as a function of at least one occupant-specific and / or situation-specific parameter in order to bring about a deceleration of the movement of the webbing adapted to the at least one occupant-specific and / or situation-specific parameter.
- the actuator in real time as a function of the at least one occupant-specific and / or situation-specific parameter, the braking of the movement of the webbing in the event of a crash also takes place in real time as a function of this parameter.
- an individual adjustment of the force acting on the vehicle occupant via the belt force is made possible for the at least one occupant-specific and / or situation-specific parameter.
- the safety belt system according to the invention thus ensures significantly improved passive safety compared to conventional systems.
- the electronic control unit is preferably set up to use the weight of an occupant of a motor vehicle equipped with the safety belt system according to the invention and / or a parameter characterizing the seat position of the occupant as the at least one occupant-specific and / or situation-specific parameter.
- the actuator actuating the brake assembly to decelerate the movement of the webbing as a function of the weight of a vehicle occupant, the force acting on the vehicle occupant via the webbing can be advantageously adapted to the weight of that occupant.
- small, lightweight persons can be reliably protected in the event of a crash by an appropriate control of the actuator and an associated limitation of the applied braking force against an excessive force on the webbing.
- the actuator can be controlled so that the brake force applied to slow down the movement of the webbing from the brake assembly is sufficiently high to prevent such persons from impacting the steering wheel through the airbag during a crash, if any. This can significantly reduce the risk of injury to both small, lightweight individuals and tall, heavyweight individuals.
- the brake assembly for braking the movement of the webbing actuator for example, a faulty position, ie one of a '' usual ' 1 sitting position deviating position of the occupant taken into account become.
- the actuation force applied by the actuator or the braking force applied by the brake assembly for decelerating the movement of the webbing may be adjusted depending on whether the vehicle occupant is in a usual sitting position or in a misposition.
- the actuation force applied by the actuator or the braking force applied by the brake assembly can be increased or reduced in comparison to the actuation force or braking force applied in the presence of a conventional seat position.
- the occupant in particular when his sitting position deviates from the usual sitting position, be much better protected from injury in a crash.
- the electronic control unit may be further configured to have a speed of a motor vehicle equipped with the safety belt system according to the invention, a parameter characterizing the crash pulse in the event of a crash and / or one or more parameters characterizing the surrounding situation to use at least one item-specific and / or situation-specific parameter.
- the actuator actuating the brake assembly to decelerate the movement of the webbing may be controlled such that the actuation force applied by the actuator or the braking force applied by the brake assembly increases with increasing speed of the motor vehicle and / or increasing crash pulse, and with decreasing velocity of the vehicle Motor vehicle and / or sinking crash pulse decreases.
- the parameters characterizing the environmental situation can be, for example, the temperature, the road condition, the nature of an obstacle in the event of a crash, etc. By taking into account such parameters, an optimal reaction of the brake assembly to the braking of the movement of the webbing can be ensured for the protection of the vehicle occupant in the respective driving or crash situation.
- the safety belt system according to the invention preferably comprises corresponding sensors for detecting the at least one occupant-specific and / or situation-specific parameter. Sensors for detecting the occupant weight and / or the occupant position, speed sensors, acceleration sensors, centrifugal force sensors, temperature sensors, crash sensors, etc. can be used as sensors for detecting the at least one occupant-specific and / or situation-specific parameter. In this case, it is of course possible to resort to sensors already present in the motor vehicle equipped with the safety belt system according to the invention, for example for controlling the brake system, if it is possible to connect these sensors, for example via a bus system, to the electronic control unit. Alternatively, however, separate, electronic-only unit of the safety belt system according to the invention connected sensors are used.
- the electronic control unit is set up to set a desired value for at least one parameter characterizing the process of deceleration of the movement of the webbing as a function of the at least one occupant-specific and / or situation-specific parameter.
- the variable characterizing the process of decelerating the movement of the webbing may be, for example, the actuation force applied by the actuator and / or the braking force applied to the belt reel and / or the webbing by an actuator of the brake assembly, one of the actuator and / or the actuator be the distance traveled by the brake assembly during the deceleration process or an actuation speed of the actuator and / or the actuator of the brake assembly during the deceleration process.
- the process of slowing down the movement of the webbing may be accomplished by a plurality of sizes, e.g. a time-dependent characteristic of the actuation force applied by the actuator and / or the braking force or the like applied by the actuator of the brake assembly to the belt reel and / or the webbing may be characterized.
- the electronic control unit may set the target value for the at least one variable characterizing the process of deceleration of the movement of the webbing in real time as a function of the at least one occupant-specific and / or situation-specific parameter.
- the electronic control unit is adapted to the actuator in dependence of the desired value for the to control at least one size characterizing the process of decelerating the movement of the webbing.
- a Sollwertjanthe control of the actuator is relatively easy to implement and ensures due to the fact that the setpoint setting, as explained above, in real time as a function of at least one occupant-specific and / or situation-specific parameter, a rapid response to a change in at least one occupant-specific and / or situation-specific parameter.
- At least one occupant-specific and / or situation-specific parameter is detected, for example, by means of corresponding sensors already present or separate in the motor vehicle.
- An actuator configured to actuate a brake assembly equipped with an arrangement for self-energizing an actuating force generated by the actuator to decelerate movement of the webbing is controlled by an electronic control unit in response to the at least one detected specific and / or situation specific parameter; to effect a deceleration of the movement of the webbing adapted to the at least one occupant-specific and / or situation-specific parameter.
- FIG. 1 shows a relevant section of the safety belt system according to the invention in longitudinal section
- Figure 2 shows a plan view of a wedge assembly used in the safety belt system of the invention shown in Figure 1
- FIG. 3 shows the equilibrium of forces on a first wedge of the wedge arrangement illustrated in FIG.
- FIG 1 shows a longitudinal section of a lying on one side of a rotation axis A portion of a belt retractor 10 for an adaptive safety belt system.
- the belt retractor 10 comprises a belt reel 14 arranged rotatably on a floating shaft 12 and on which a webbing 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 section 20 'which extends substantially parallel to the brake disk 18 and carries a first friction element 22 on its side facing the brake disk 18.
- 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. 1, and about the axis of rotation A rotatably mounted.
- the gear 28 is non-rotatably connected to a motor shaft 30 of an electric motor 32, wherein the electric motor 32 with respect to the belt reel 14 positioned radially outboard and attached to a belt reel 14 cross-stationary housing part 34.
- 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 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 fixed to one of the brake disc 18 facing away from the outer surface of a stationary and connected to the housing part 34 second support member 42.
- 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 bears in the Substantially parallel to the brake disc 18 extends, 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 belt retractor 10 finally has a belt tensioner, not shown in Figure 1, which pulls the webbing 16 to compensate for the belt slack on the body of a vehicle occupant, when a driver assistance system and / or the sensors 36 detect a dangerous situation or imminent crash.
- the electronic control unit 35 used to drive the electric motor 32 can also be used to control the belt tensioner. Alternatively, however, it is also possible to control the belt tensioner by means of a separate electronic control unit.
- actuating mechanisms for the belt tensioner come mechanical systems with a preloaded spring or pyrotechnic systems, in which the tightening of the belt is effected by means of a pyrotechnic propellant charge in question.
- a highly dynamic electric motor can also be used to actuate the belt tensioner, in which case either the electric motor 32 or an additional electric motor can be used.
- 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 the belt tensioner, whereupon the actuating mechanism of the belt tensioner causes rotation of the shaft 12 and thus 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.
- 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.
- the electric motor 32 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 receives from the sensors 36 specific and situation-specific parameters, ie parameters, the weight and the current sitting position of a vehicle occupant and parameters, the current speed of the equipped with the belt retractor vehicle, the crash pulse and the surrounding situation, such as Temperature, characterize the road condition or the nature of an obstacle. Depending on these parameters, the electronic control unit 35 determines in real time at least one desired value for a parameter characterizing the process of decelerating the unwinding movement of the webbing 16 from the belt reel 14, such as a Time-dependent desired characteristic of the applied force of the electric motor 32 operating force. The actuation and control of the electric motor 32 by the electronic control unit 35 finally takes place as a function of the at least one desired value for the process of decelerating the unwinding movement of the webbing 16 from the belt reel 14 characterizing size.
- a parameter characterizing the process of decelerating the unwinding movement of the webbing 16 from the belt reel 14
- the actuation and control of the electric motor 32 by the electronic control unit 35 finally
- first and second wedges 38, 40 For a better illustration of the effect of the first and second wedges 38, 40, a plan view of a wedge arrangement with a first and a second wedge 38, 40 is shown in FIG.
- the first and second wedges 38, 40 are arranged so that the oblique wedge surface 46 of the first wedge 3 ⁇ : faces the oblique wedge surface 48 of the second wedge 40.
- a pitch P of the wedge surfaces 46, 48 is determined in each case by a wedge pitch angle OC.
- ⁇ is the angle of rotation of the first carrier part 20 about the axis of rotation A.
- the wedge assembly shown in Figure 2 includes first and second wedge 38, 40
- the second wedge 40 may also be replaced by another suitable device, such as a wedge.
- a bolt is replaced, which allows a sliding or rolling support of the first wedge 38.
- a ball / ramp arrangement can also be used.
- the brake disk 18 When the first friction element 22 bears against 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. 1, owing to the floating mounting of the shaft 12 together with the first carrier part 20. As a result, the brake disc 18 applies to 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 outside reinforced forces to be introduced.
- FIG. 3 shows the equilibrium of forces resulting from actuation of the electric motor 32 on a first wedge 38.
- F is an introduced via the electric motor 32 in the first wedge 38 input force and F L resulting in a run-up of the inclined wedge surface 46 of the first wedge 38 on the inclined wedge surface 48 of the second wedge 40 and from the inclined wedge surface 48 of the second wedge 40 support force to be supported, which can be divided into one of the input force F A opposite force F Ly and a standing perpendicular to the brake disc 18 compressive force F Lx .
- F N is the force F Lx opposite normal force on the brake disc 18 and F R on the first wedge 38 and the friction elements 22, 22 'resulting frictional force.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/064,776 US20080185832A1 (en) | 2005-08-30 | 2006-08-29 | Seat Belt System |
JP2008528498A JP2009505898A (ja) | 2005-08-30 | 2006-08-29 | 安全ベルトシステム |
EP06793045A EP1919743A1 (de) | 2005-08-30 | 2006-08-29 | Sicherheitsgurtsystem |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005041101.0 | 2005-08-30 | ||
DE102005041101A DE102005041101A1 (de) | 2005-08-30 | 2005-08-30 | Sicherheitsgurtsystem |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2007025958A1 true WO2007025958A1 (de) | 2007-03-08 |
Family
ID=37441000
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2006/065759 WO2007025958A1 (de) | 2005-08-30 | 2006-08-29 | Sicherheitsgurtsystem |
Country Status (7)
Country | Link |
---|---|
US (1) | US20080185832A1 (de) |
EP (1) | EP1919743A1 (de) |
JP (1) | JP2009505898A (de) |
KR (1) | KR20080075836A (de) |
CN (1) | CN101277855A (de) |
DE (1) | DE102005041101A1 (de) |
WO (1) | WO2007025958A1 (de) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008000972A1 (de) | 2008-04-03 | 2009-10-08 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Verfahren zum Aufrollen von mindestens einem Gurtband sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008000966A1 (de) | 2008-04-03 | 2009-10-08 | Robert Bosch Gmbh | Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug |
DE102008000981A1 (de) | 2008-04-03 | 2009-10-08 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Verfahren zum Aufrollen von mindestens einem Gurtband sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008041508A1 (de) | 2008-08-25 | 2010-03-04 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008042020A1 (de) | 2008-09-12 | 2010-03-18 | Robert Bosch Gmbh | Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug |
DE102008043019A1 (de) | 2008-10-21 | 2010-04-22 | Robert Bosch Gmbh | Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102006006807B4 (de) * | 2006-02-14 | 2009-04-09 | Continental Automotive Gmbh | Verfahren zur gesteuerten Ausgabe eines Gurtbandes eines Sicherheitsgurtsystems und entsprechendes Rückhaltesystem |
DE102006034848A1 (de) * | 2006-07-27 | 2008-01-31 | Siemens Ag | Schnurbremse |
DE102007003497A1 (de) | 2007-01-24 | 2008-07-31 | Siemens Ag | Gurtaufroller |
DE102016007375A1 (de) * | 2016-06-16 | 2017-12-21 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | Gurtautomat |
CN109591756B (zh) * | 2017-09-30 | 2020-10-23 | 比亚迪股份有限公司 | 安全带的控制方法、装置、计算机可读存储介质及车辆 |
KR102621247B1 (ko) * | 2018-12-07 | 2024-01-08 | 현대자동차주식회사 | 차량, 차량 제어 방법 및 안전 벨트 장치 |
CN115027408B (zh) * | 2022-06-10 | 2023-05-05 | 重庆交通职业学院 | 一种安全带卷收器用锁止机构 |
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DE19640842A1 (de) * | 1996-10-02 | 1998-04-16 | Hs Tech & Design | Sicherheitsgurtaufroller |
DE10059227C1 (de) * | 2000-11-29 | 2002-03-14 | Autoliv Dev | Gurtstraffer mit weich ansteuerbarer Strafferkupplung |
DE102004053305A1 (de) * | 2004-11-04 | 2006-06-01 | Trw Automotive Gmbh | Gurtaufroller für ein Fahrzeugsicherheitsgurtsystem und Fahrzeugsicherheitsgurtsystem |
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JP4467688B2 (ja) * | 1999-01-19 | 2010-05-26 | タカタ株式会社 | シートベルト巻取装置 |
US6705559B1 (en) * | 1999-06-14 | 2004-03-16 | Ford Global Technologies, Llc | Programmable seat belt damper assembly |
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JP4023411B2 (ja) * | 2003-07-18 | 2007-12-19 | 日産自動車株式会社 | 車両用シートベルト装置 |
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US7963473B2 (en) * | 2004-10-19 | 2011-06-21 | Autoliv Asp, Inc. | Retractor with pretensioner |
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2005
- 2005-08-30 DE DE102005041101A patent/DE102005041101A1/de not_active Withdrawn
-
2006
- 2006-08-29 US US12/064,776 patent/US20080185832A1/en not_active Abandoned
- 2006-08-29 KR KR1020087007216A patent/KR20080075836A/ko not_active Application Discontinuation
- 2006-08-29 WO PCT/EP2006/065759 patent/WO2007025958A1/de active Application Filing
- 2006-08-29 JP JP2008528498A patent/JP2009505898A/ja active Pending
- 2006-08-29 EP EP06793045A patent/EP1919743A1/de not_active Withdrawn
- 2006-08-29 CN CNA2006800319538A patent/CN101277855A/zh active Pending
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DE10059227C1 (de) * | 2000-11-29 | 2002-03-14 | Autoliv Dev | Gurtstraffer mit weich ansteuerbarer Strafferkupplung |
DE102004053305A1 (de) * | 2004-11-04 | 2006-06-01 | Trw Automotive Gmbh | Gurtaufroller für ein Fahrzeugsicherheitsgurtsystem und Fahrzeugsicherheitsgurtsystem |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008000972A1 (de) | 2008-04-03 | 2009-10-08 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Verfahren zum Aufrollen von mindestens einem Gurtband sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008000966A1 (de) | 2008-04-03 | 2009-10-08 | Robert Bosch Gmbh | Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug |
DE102008000981A1 (de) | 2008-04-03 | 2009-10-08 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Verfahren zum Aufrollen von mindestens einem Gurtband sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008000972B4 (de) * | 2008-04-03 | 2017-06-22 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Verfahren zum Aufrollen von mindestens einem Gurtband sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008000981B4 (de) | 2008-04-03 | 2018-09-20 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Verfahren zum Aufrollen von mindestens einem Gurtband sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008041508A1 (de) | 2008-08-25 | 2010-03-04 | Robert Bosch Gmbh | Gurtaufrolleinheit sowie Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug mit mindestens einer solchen Gurtaufrolleinheit |
DE102008042020A1 (de) | 2008-09-12 | 2010-03-18 | Robert Bosch Gmbh | Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug |
DE102008043019A1 (de) | 2008-10-21 | 2010-04-22 | Robert Bosch Gmbh | Gurtsystem für ein Insassenschutzsystem in einem Fahrzeug |
Also Published As
Publication number | Publication date |
---|---|
DE102005041101A1 (de) | 2007-03-15 |
JP2009505898A (ja) | 2009-02-12 |
CN101277855A (zh) | 2008-10-01 |
KR20080075836A (ko) | 2008-08-19 |
US20080185832A1 (en) | 2008-08-07 |
EP1919743A1 (de) | 2008-05-14 |
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