WO2012025062A1 - 座椅安全带调节装置 - Google Patents

座椅安全带调节装置 Download PDF

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Publication number
WO2012025062A1
WO2012025062A1 PCT/CN2011/079005 CN2011079005W WO2012025062A1 WO 2012025062 A1 WO2012025062 A1 WO 2012025062A1 CN 2011079005 W CN2011079005 W CN 2011079005W WO 2012025062 A1 WO2012025062 A1 WO 2012025062A1
Authority
WO
WIPO (PCT)
Prior art keywords
seat belt
force
angle
swing
pendulum
Prior art date
Application number
PCT/CN2011/079005
Other languages
English (en)
French (fr)
Inventor
孙寅贵
Original Assignee
Sun Yingui
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to MX2013002266A priority Critical patent/MX2013002266A/es
Application filed by Sun Yingui filed Critical Sun Yingui
Priority to RU2013113584/11A priority patent/RU2527585C1/ru
Priority to KR1020137004699A priority patent/KR101527594B1/ko
Priority to EP11819437.2A priority patent/EP2610115B1/en
Priority to JP2013526305A priority patent/JP5597768B2/ja
Priority to ES11819437.2T priority patent/ES2558006T3/es
Priority to CN201180004091.0A priority patent/CN102548808B/zh
Priority to US13/819,078 priority patent/US8931851B2/en
Priority to CA2808340A priority patent/CA2808340C/en
Priority to PL11819437T priority patent/PL2610115T3/pl
Priority to BR112013004412A priority patent/BR112013004412A2/pt
Publication of WO2012025062A1 publication Critical patent/WO2012025062A1/zh
Priority to IN392MUN2013 priority patent/IN2013MN00392A/en

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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
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • 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
    • 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
    • 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
    • B60R22/19—Anchoring devices with means for reducing belt tension during use under normal conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/18—Anchoring devices
    • B60R22/20—Anchoring devices adjustable in position, e.g. in height
    • 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
    • B60R22/24—Anchoring devices secured to the side, door, or roof of the vehicle
    • 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

Definitions

  • the present invention relates to an adjustment device for a seat belt of various vehicles, which can adjust the degree of locking or retraction of the seat belt according to different conditions such as normal use, emergency braking, and retraction after deactivation. Background technique
  • Passive safety of a vehicle refers to the performance of protecting an occupant after an accident.
  • seat belts and air rafts are widely concerned.
  • you do not fasten your seat belts the effect of discouragement will be greatly reduced, and even people will be injured by improper release of their anger.
  • the conventional seat belt is an emergency lock type car seat belt. It can be easily pulled outward before use.
  • the seat belt retracting reel provided on the vehicle exerts a weak spring retracting force to pull the seat belt without causing excessive pressure on the occupant.
  • the locking device immediately locks the seat belt and jams the seat belt to prevent the seat belt from being pulled out further.
  • a preloaded force-limiting seat belt has also been developed to further tighten the seat belt in the event of a collision to effectively secure the occupant's body.
  • a gas generator is essential, and the use of high pressure gas also means that suitable materials and structures are required to ensure strength and tightness in use.
  • the pre-tensioned seat belt will generate a pre-tension in the collision. This pre-tension is set at the time of production and cannot be adjusted according to the occupant's body shape, so the safety protection performance is not perfect.
  • such devices must be combined On the retractor, so that the kinetic energy can be directly applied to the belt reel. Therefore, such a device has the disadvantages of large size, complicated design, high cost, and inconvenient adjustment.
  • Some vehicles are equipped with a pre-crash safety system, and its pre-tightening function is derived from the motor-drive mechanism, which ensures that the seat belt can be reused.
  • the number of times of repeated use is also limited. If this number is exceeded, the entire pre-crash safety system including the pre-tensioned seat belt must be replaced.
  • Such a pre-crash safety system can be reused, it is inconvenient to replace, and because the system needs to be electronically controlled, there are still problems of complicated structure, constant replacement, high cost, low reliability, and unfavorable popularity.
  • Patent document GB 2 294 866 discloses a pretensioning device that achieves mechanical control using inertia.
  • the working principle is as follows: As shown in FIG. 17, in the normal driving situation, the trigger lever 16 is not firmly engaged with the mass weight 17 to engage with the seat belt support 47, and the seat belt support member 47 is engaged with the seat belt S. Buckle 53, as shown in Figure 17. When the deceleration exceeds the predetermined safety limit, the mass weight 17 advances by inertia, causing the trigger lever 16 to engage with the mass weight 17 to be disengaged from the belt support 47, thereby causing the belt support 47 to be driven. The seat belt S is rotated in the downward-backward F direction to tighten the seat belt and snap it into a fastening position.
  • the tightening force provided by such a mechanical pretensioning device depends on the arc length of the groove 30. If a larger tightening force is to be provided, the arc length of the groove 30 must be lengthened, which inevitably causes a problem that the overall device takes up a large space. Moreover, the longer the arc length of the slot 30 is, the longer the response time of the entire device increases the possibility that the occupant may be injured at the moment of the collision.
  • the pretensioning device is activated by the urging rod 16 and the mass weight 17 and the belt support 47, respectively, to facilitate the tightening process, if the engagement/disengagement is not achieved, it is possible
  • No. 4,768,809 discloses a pretensioning device.
  • the two swing levers which are hinged at the ends are used as a structure for causing the safety belt to be tightened and caught in a fastening position.
  • this structure has in common with the structure of GB 2294866, that is, the curved guide groove is still used to guide the seat belt tightening. Therefore, there is still a disadvantage that the tightening force described above is limited by the structure of the guide groove and the space is large.
  • a seat belt that overcomes the above-discussed shortcomings and that provides the driver with an appropriate near zero tension during normal driving, allowing the occupant to have substantially no pressure from the seat belt. Comfortably leave room for free movement, and can tighten the seat belt in time in case of emergency or catastrophic accident. It can also automatically put seat belt after the event, and has a simple structure. High reliability, easy replacement and adjustment, low cost, and easy to popularize.
  • the invention provides an adjusting device for a vehicle seat belt, the adjusting device comprising: a pair of supporting pendulums composed of a first pendulum rod and a second pendulum rod, the first and second pendulum rods Adjacent ends are hinged together and form a pendulum angle, any non-adjacent ends of the first and second pendulums are fixed, and the other non-adjacent ends are angled by the pendulum Changing and movable; and an actuator that applies a force to the first swing link and/or the second swing link and/or the swing link hinge point to change the angle of the swing link, thereby passing the other
  • the non-adjacent end directly applies a magnitude change force to the seat belt, wherein the other non-adjacent end portion can provide complete when the first swing link and the second swing link are in a state of 180 degree vertical alignment
  • the supporting force acts perpendicularly on the seat belt, thereby locking the seat belt to prevent its movement, and when the angle of the swing rod is
  • the other non-adjacent end automatically locks the belt to prevent movement when the speed exceeds a predetermined safety limit, thereby protecting the occupant.
  • the other non-adjacent end automatically releases the locking of the safety belt, causing the belt retractor to further tighten the seat belt to secure the occupant to the seat.
  • the other non-adjacent end locks the seat belt to a position required to pull out the desired length.
  • the actuator applies a force to the swing joint.
  • the safety belt includes a suspension member suspended from the support column and fixing the upper end of the seat belt to the vicinity of the shoulder of the occupant, and a recovery reel for recovering the seat belt inwardly near the lower side of the seat.
  • the adjustment device is disposed at any position between the self-suspending member and the recovery reel to directly apply a force to the safety belt.
  • the actuator includes a mass body that automatically changes the angle of the swing rod by the inertia action of the mass body.
  • the actuator includes an electric component for automatically changing the angle of the pendulum according to a control signal.
  • the adjusting device further comprises an inductive component for sensing an angular change of the seat belt due to the elasticity, thereby adjusting the angle of the swing pen.
  • FIGS. 1A-1B and 2A-2B are schematic views illustrating the principle of an adjusting device of a seat belt device in the present invention, wherein the hinged joint point is actuated by the inertia of a mass object, and FIGS. 1A and 2A are in a normal use case,
  • the supporting pendulum is in a vertical critical support state, and FIGS. 2B and 2B are emergency triggering situations, and the supporting pendulum 2 is bent by the mass object to bend at the hinge point of the two pendulum bars.
  • Fig. 3 is a schematic view showing the structure of the adjusting device according to the first embodiment of the present invention, which is in a state in which the seat belt is prevented from being retracted during normal driving.
  • FIG. 4 is a schematic view showing the structure of the adjusting device of the first embodiment of the present invention releasing the locking of the seat belt in an emergency, so that the seat belt is tightened by the winder, wherein the outer casing of the suspension bracket 25 is removed, and the micro housing is exposed. Switch.
  • Fig. 5 is a right side view of the adjusting device of the first embodiment of the present invention.
  • Figure 6 is a left side view of the adjusting device of the first embodiment of the present invention.
  • Figure 7 is a bottom plan view of the adjusting device of the first embodiment of the present invention.
  • Figure 8 is a left side perspective view of the adjusting device of the first embodiment of the present invention, showing the gap between the retracting stop block 13 and the eccentric roller 12 being fully opened after the end of use, so that the retractor retracts the seat belt. status.
  • Figure 9 is a rear perspective view of the adjusting device for removing the eccentric roller shaft according to the first embodiment of the present invention.
  • Figure 10 is a rear elevational view of the adjusting device of the first embodiment of the present invention.
  • Figure 11 is a view showing a suspension clip spring in the first embodiment of the present invention.
  • Figure 12 is a view showing the mounting of the suspension clip spring in the first embodiment of the present invention.
  • Figure 13 is a view showing the adjusting device of the first embodiment of the present invention mounted on a car seat belt device.
  • Figure 14 is a view showing the overall configuration of an adjusting device according to a second embodiment of the present invention.
  • Fig. 15 is a view showing the internal structure of the adjusting device of the second embodiment of the present invention after the outer casing is removed.
  • Figure 16 is a diagram showing the respective components of the adjusting device of the second embodiment of the present invention.
  • Figure 17 is a schematic view showing a pretensioning device for a seat belt in the prior art.
  • Figure 18 illustrates the arrangement of the seat belt adjusting device of the present invention in the vehicle body. Description of the reference signs:
  • 1 is the articulated joint point
  • al is the supporting pendulum joint point
  • 2 is the supporting pendulum rod
  • 3 is the mass object
  • 4 is the connecting rod of the mass object and the hinge joint
  • 5 is the trigger by changing the relative horizontal angle of the mass object Supporting the adjustment of the sensitivity of the pendulum rod
  • 6 is a metal ball that can move in the tunnel
  • 7 is a metal ball motion tunnel
  • 8 is a space that can slide up and down
  • 9 is a trigger for retracting the touch block when the seat belt is finished
  • 10 is synchronous Linkage rod
  • 11 is the guide rod
  • 12 is the eccentric roller
  • 13 is the retracting stop block
  • 14 is the eccentric roller axis
  • 15 is the support reed
  • 16 is the movable bracket
  • 17 is the shaft
  • 18 is the connecting circlip Seat
  • 19 is the suspension circlip
  • 20 is the adjustable angle seat
  • 21 is the positioning spring
  • 22 is the adjustable angle center positioning screw
  • 23 is the positioning
  • 101 is the connection point
  • alOl is the support pendulum joint point
  • 102 is the support pendulum rod
  • 103 is the mass object
  • 105 is the adjustment sensitivity sliding long hole
  • 112 is the eccentric wheel
  • 114 is the eccentric wheel shaft
  • 116 is the adjustable suspension bracket seat 121 is a returning elastic piece
  • 123 is a ratcheting card boss
  • 124 is a ratchet
  • 125 is a hanging bracket
  • 130 is a suspension shaft
  • 132 is a belt travel gap
  • 133 is an angle sensing rod
  • 136 is a mass object.
  • the upper contact, 138 is the convex portion of the angle sensing rod, 139 is the limit table on the mass object, 143 is the total skeleton of the seat belt suspension, 148 is the upper cover member, and 150 is the seat belt hanger connecting hole.
  • the seat belt to which the seat belt adjusting device of the present invention is applied includes: a webbing having a waist belt 1101 and a shoulder strap 1102, a suspension member 1103 fixed to an upper portion of the vehicle body near the shoulder of the occupant, and fixed to the seat. a buckle locking unit having a locking tongue 1104 and a lock body 1105 at a lower portion of the vehicle body on one side of the chair, and a lower fixing unit 1106 fixed to a lower portion of the vehicle body on the other side of the seat, the lower fixing unit 1106 being combined with safety With a reel.
  • the seat belt adjustment device is aimed at this, and the seat belt is adjusted between the above two states by a specific mechanical means.
  • the present invention uses a strut support method, thereby providing a great force to the locking seat belt and releasing the locking of the seat belt with a small signal force.
  • Such large-small force comparisons are very important for seat belt devices that require high safety and reliability.
  • the invention can be used in a variety of ways.
  • One application is a pre-tensioning device that locks the seat belt during normal use, prevents the seat belt from retracting, maintains comfort, and releases the lock on the seat belt in the event of rapid deceleration, so that the seat belt is in the recovery roll Retract under the action of the taker.
  • the present invention can be applied as a general locking device which does not lock the safety belt during normal use, and locks the seat belt in an emergency to prevent the seat belt from being pulled out.
  • FIG. 1A-1B and 2A-2B are schematic diagrams showing the principle of the seat belt adjusting device of the present invention.
  • four support swing levers 2 are provided which are hinged together up and down to form a parallelogram linkage device in the same plane.
  • the four support pendulum rods 2 are respectively arranged in pairs on the left and right sides, and the two support pendulum bars 2 on the left or right side are vertically aligned and the adjacent end portions are hinged together to form an articulation joint point a, and
  • the free ends of the two pairs of support swings 2 are connected by the upper and lower struts L1, thus forming four connection points 1 of up, down, left and right, forming a parallelogram linkage.
  • Fig. 1 is substantially similar to Fig. 2, except that the mass object 6 of Fig. 1 is a sphere which can be rolled in the moving channel 7, and the mass object 3 of Fig. 2 is a mass and is connected to the articulation joint point al by a connecting rod.
  • Figure 1A shows two pairs of support swings 2 in a "vertical critical state". That is, the upper and lower support swing bars 2 on the same side are substantially vertically aligned, and a basic 180 is formed at the hinge point.
  • the first angle a is such that the lower end of the support swing lever 2 is at the position P1.
  • the angle of 180° can be maintained by various means.
  • a support member (not shown) is arranged at the hinge joint point a1 of the pair of left support swings 2, so that the pair of support pendulums
  • the hinge of the rod 2 has a certain degree of over-support, so generally slight shaking does not destroy this vertical critical state.
  • the mass inertia moves in the forward direction of the vehicle.
  • the mass 6 moves to the right side, colliding with the hinge joint point a1 of the right pair of supporting pendulums 2, and the first angle a1 of the upper and lower support pendulum rods 2 at the hinge point is reduced to the second clip.
  • Angle ⁇ 2 therefore, under the support pendulum 2
  • the end is immediately pulled up, from position P1 to position P2 (Fig. 1), with a gap 8 between the two positions, thereby changing the amount of pressure applied to the seat belt.
  • 3-7 is a schematic view showing the entire configuration of a first embodiment of the adjusting device of the present invention.
  • the adjusting device of the first embodiment comprises: four supporting pendulum rods 2 forming a parallelogram connecting rod device as described above; the synchronous linking rod 10, synchronizing the left and right pairs of supporting pendulum rods 2; the suspension bracket 25, the middle portion forming a movement
  • the channel 7 is for accommodating the mass object 6, and the left and right ends of the lower side are directly fixedly connected to the two connection points 1;
  • the retracting pressure block 13 is directly fixedly connected to the lower end of the suspension bracket 25, and is disposed at the bottom of the left and right support swinging rods 2 Between the two connection points 1; the eccentric roller 12 is arranged below and opposite to the retraction stop block 13; the movable bracket 16 (Fig.
  • the suspension bracket 25 is pivotally mounted on the upper end of the movable bracket 16, and the movable bracket 16 is positioned by the support spring 15 and the positioning spring 21 (FIG. 7); the bracket seat 26, the movable bracket 16 passes through the shaft 17 (Fig. 5) pivotally connected to the bracket seat 26; a connecting spring seat 18 for connecting the belt adjusting device to the vehicle body; an adjustable angle bracket 20 (Fig. 7), by adjusting the horizontal tilt of the bracket 20 Angle, can be changed The mass of the inertia triggers the sensitivity.
  • the adjustment device of the present invention is disposed within a suspension 1103 on a body pillar.
  • the shoulder strap 1102 extends upward from the lower fixing unit 1106 beside the lower seat through the gap between the retracting stop 13 and the eccentric roller 12, and then naturally hangs down when not in use, or It is elongated in use such that the locking tongue 1104 snaps into the lock body 1105.
  • the seat belt lifts the suspension bracket upwards.
  • the twitched seat belt drives the eccentric 12 to rotate around the axis 14 under the action of friction.
  • the positioning ratchet spring 23 fixed to the movable bracket 16 is engaged with the positioning ratchet 24 fixed to the eccentric 12, as shown in Fig. 9.
  • the rotation of the eccentric 12 is stopped, and at this time, the pressing block 13 and the eccentric 12 are stopped at a position where the seat belt passes in the maximum gap.
  • the driver can continue to pull the seat belt and the eccentric 12 does not rotate.
  • the seat belt When the pulling is stopped, the seat belt is slackened, the suspension bracket 25 is dropped, and the retracting stops the pressure piece 13 so as to fall back to the position opposite to the forward direction of the eccentric wheel 12.
  • the seat belt Under the action of the retracting and retracting force of the seat belt retractor itself, the seat belt begins to retract, so that the frictional eccentric roller 12 is driven to rotate in the opposite direction, and finally reaches the minimum distance from the retracting stop block 13.
  • the position of the gap is such that the retracted seat belt is caught, and the thus adjusted seat belt tightness is maintained. Since the diameter of the eccentric roller 12 is small, the seat belt is retracted to a small extent, and the adjusted tightness can be well maintained. At this time, if the occupant pulls again, the above process is repeated.
  • each pair of support pendulum rods 2 is substantially vertically aligned, exerting a great vertical supporting force on the retracting stop block 13, and retaining the retracting stop block 13 with the eccentric roller 12 to clamp the seat belt.
  • Position P1 (Figs. 1A and 2A).
  • the shoulder strap that was originally traversed in front of the occupant is changed to hang at the side door post. Due to the angle change of the seat belt and the weight, the movable bracket 16 overcomes the support spring 15 of the rear side. The supporting force rotates downward and backward, and drives the suspension bracket 25 to rotate, so that the triggering retracting contact block 9 connected to the bracket seat 26 touches the supporting pendulum joint point a1. Referring to FIG. 8, the vertical of the supporting pendulum rod 2 is released. The critical state, that is, the vertical supporting force acting on the retracting stop block 13 is eliminated, similarly in the case of deceleration, at which time the retracting stop 13 which loses the supporting force is suspended.
  • the bracket 25 is driven upward to increase the gap between the stop clamp 13 and the eccentric 12, and the excess seat belt is recovered into the interior of the vehicle body under the action of the recovery force of the seat belt retractor.
  • the seat belt if the seat belt is used, if the seat belt is pulled out too much, the seat belt sags and the angle changes, so it can be retracted into the vehicle body by the above method.
  • the mass inertia trigger sensitivity is adjustable. In the present embodiment, this is achieved by adjusting the degree of inclination of the bracket seat 26 in the relative horizontal direction. After adjustment, the bracket base 26 is fixed to the door pillar of the vehicle body. Different degrees of tilting allow the seat belt of the present invention to achieve pre-tightening at different decelerations (e.g., when the vehicle has an emergency braking condition of 30 kilometers or 50 kilometers).
  • a second embodiment of the invention another seat belt elastic adjustment device is provided.
  • the second embodiment uses a pair of supporting pendulums instead of two pairs of supporting pendulums, and the mass object is directly mounted to the hinge point of the supporting pendulum.
  • a sensing rod is separately designed to sense the angle and weight change of the seat belt. Therefore, the adjusting device of the second embodiment has a more compact structure, a smaller outer shape, and can more sensitively sense the retracting requirement.
  • the adjusting device of the second embodiment comprises: a pair of supporting swing rods 102, a mass object 103 mounted at the end hinge point a10; a suspension bracket 125 supporting a pair of supporting swing rods 102, and the suspension shaft 130 passing through the suspension bracket 125
  • the upper end of the slot, the suspension bracket 125 can resist the spring force due to the external force to move up and down in the slot relative to the suspension shaft 130
  • the retraction stop block 113 is directly fixedly connected to the lower end of the suspension bracket 125; 112, disposed under and opposite to the retracting stop block 113
  • the adjustable suspension bracket 116, the mounting bracket is fixed, and the suspension shaft 130 is fixed to the upper side of the bracket seat 116, so that the suspension
  • the bracket 125 is pivotally mounted to the upper end of the bracket seat 116.
  • the critical position and the maximum swing distance of the hinge support swing rod 102 and the support swing joint point alOl are realized by the limit positions of the limit table 139 on the mass object 103 and the adjustable suspension bracket
  • the adjustment device of the present invention is disposed within a suspension 1103 on the body pillar.
  • the shoulder strap 1102 extends upward from the lower fixing unit 1106 near the lower seat through the gap 132 between the retracting stop block 113 and the eccentric roller 112, and the retracting stop block 113 and the eccentric roller 112 are in line.
  • the extension direction of the line is parallel to the forward direction of the vehicle body.
  • the suspension bracket 125 When the seat belt is pulled, the suspension bracket 125 is slightly pivoted by the twitched seat belt and moves upward in the slot against the spring force, so as to lift upwards slightly, so that the seat belt passes in a looser gap and simultaneously twitches.
  • the safety belt drives the eccentric 112 to rotate under the action of friction, when the eccentric wheel When the 112 is turned to the maximum eccentric position, the skin ratchet latch boss 123 and the ratchet teeth 124 stop to facilitate the twitched seat belt to pass between the larger gaps.
  • the mass object 103 moves forward under the action of inertia, and drives the hinge support joint point aOL1 of the hinge support swing rod 102 in the vertical critical state associated with it, thereby eliminating the
  • the hinge support swinging bar 102 acts on the vertical support force on the retracting stop block 113, the brake retracting press block 113 which loses the supporting force moves upward, the seat belt 131 retracts, and the slack portion is retracted and wound up.
  • the adjustment of the mass inertia trigger sensitivity is achieved by adjusting the tilt of the entire device relative to the horizontal direction.
  • the angled seat belt that is originally in front of the occupant is changed to a vertical state hanging at the side door post, and the sensing rod 133 is rotated downward by the elastic force of the elastic piece 137 to make the angle thereof
  • the raised portion 138 of the sensing rod opens the contact 136 on the mass object, so that the mass object breaks the supporting state of the supporting pendulum, and the safety belt 131 retracts all the extracted safety belts under the action of the retracting winding force. take.
  • the support pendulum 2 is vertically aligned.
  • the supporting pendulum 2, the retracting pressing block 13 and the shaft 14 of the eccentric roller 12 are substantially in the same plane, and the extending direction of the vertically aligned supporting pendulum 2 and the retracting pressing block 13 and the eccentric roller 12 are The contact position between the two is vertical and is " ⁇ " type.
  • the supporting force applied to the retracting stop 13 by the supporting pendulum 2 is maximally applied to the safety between the retracting stop 13 and the eccentric roller 12. Bring it. This supporting force is only changed by the magnitude of the inertial force caused by the deceleration toward the head direction.
  • the process of supporting the fluctuation of the swing lever 2 between the vertically aligned state and the non-vertical alignment state occurs in one plane, and the plane is parallel to the forward direction of the vehicle, so that the entire device can be flatly arranged
  • the side of the main body has a small footprint.
  • the magnitude of the support force provided in the present invention is theoretically only dependent on the stiffness of the rod and the support structure used to secure the rod, and is not critical to design and manufacture, and can be easily achieved with considerable support.
  • the contrast of such forces is similar to leverage, as long as the small force can easily destroy considerable support forces, and the response is sensitive and reliable, which is the greatest advantage of the present invention.
  • the adjusting device of the invention realizes a seat belt adjusting device with sensitive and reliable reaction and strong supporting force in a relatively simple and compact structure, and does not require any electronic equipment, or a blasting device or a ratchet ratchet lock. And the structure with limited reliability reduces the cost while ensuring reliability.
  • the pressure applied to the human body by the adjusting device of the present invention is between 0 and 0.1 pounds, including the pressure due to the weight of the seat belt.
  • existing seat belts exert much more pressure on the human body than this, up to 0.5 pounds. Therefore, in normal use, the existing seat belt has a situation in which the user is uncomfortable and abandoned.
  • the pressure acting on the human body can be easily reduced by locking the seat belt in the adjusted position in normal use, in an emergency, the pressure on the seat belt is released and the pressure is increased. Big.
  • the seat belt since the seat belt is not locked when a large collision occurs, the seat belt itself allows the comfort and safety in the use of the seat belt to be improved by a simple and reliable mechanical structure.
  • the lock when the seat belt is used and the trigger lock release are all realized by the same swing lever support method, and the required components are small and the structure is simple.
  • the main idea of the above embodiment is: in the normal use of the passenger, the support swing rod 2 is vertically aligned, so that the gap between the stop clamp 13 and the eccentric 12 is reduced, the proper tightness is maintained, and the seat belt is locked; In an emergency, the vertical alignment state of the support pendulum 2 is broken, the gap is increased, and the locking of the seat belt is released, and the seat belt is further tightened by the retractor, so that the time can be satisfied. ⁇ The demand for tight state.
  • the application mode of the present invention is not limited thereto, and may be reversely used as an emergency lock device. That is, in normal use of the passenger, the gap is increased and the seat belt is not locked; and in an emergency, the gap is reduced, and the seat belt is locked to prevent the seat belt from being further pulled out.
  • the eccentric 12 is arranged above the stop clamp 13 to maintain a large gap when the support swing 2 is vertically aligned, so that the retractor gives the seat belt an appropriate tightness; and in an emergency, the support swing 2 No longer vertically aligned, The gap is reduced and the seat belt is clamped to prevent the seat belt from being pulled out further.
  • the above technical concept can be achieved by, for example, providing an electrical component with a signal to trigger a hinge point that supports the swing lever.
  • the present invention can be provided with a ranging radar.
  • the ranging radar provides a signal to actuate the hinge point of the supporting pendulum, and the more relaxed seat belt is retracted by the reel.
  • the electric micro switch 27 is triggered by the ranging radar signal, the switch contact point 28 is pushed, and the synchronous linkage rod contact point 29 is pushed to eliminate the support at the retracting stop pressure when the hinge support rod is in the vertical critical support state.
  • the supporting force on the block 13, the retracting stop block 13 is pulled by the retractive force of the seat belt, and the retractor retracts and tightens the slack seat belt.
  • Adding an electric trigger can start the action before the car body has slowed down, which better guarantees the agile response of the safety belt.
  • the seat belt adjusting device of the present invention can be disposed at any position directly acting on the seat belt.
  • the seat belt adjusting device of the present invention is installed in the upper suspension member 1103.
  • the seat belt adjusting device in the lower fixing unit 1106.
  • the seat belt adjusting device of the present invention can be arranged at any position in contact with the seat belt. A region A from the upper suspension 1103 to the lower fixing unit 1106 is preferred.
  • Such an arrangement can exert the force most directly on the seat belt, the space occupied does not need to be large, the force that can be applied can be extremely large, and the reliability is ensured.
  • the apparatus of the present invention can be attached as a completely separate component to a vehicle that does not currently have this function through a connection assembly, and a device for increasing the retracting force can be added to the safety belt of the present invention.
  • a device for increasing the retracting force can be added to the safety belt of the present invention.
  • it can be directly designed and installed in a new car. At this time, the retracting force provided by the car body itself can be appropriately increased, which is more reasonable, convenient, safe and comfortable.
  • a force is applied to the hinge point of the pendulum to change the angle of the pendulum, where the force required is minimized.
  • those skilled in the art can also contemplate the application of a force at the first and/or second pendulum and/or the pendulum hinge point as long as the angle of the pendulum can be changed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Emergency Lowering Means (AREA)

Description

座椅安全带调节装置 技术领域
本发明涉及用于各种交通工具的座椅安全带的调节装置， 该调节装置可 根据平时使用、 紧急刹车、 停用后收回等不同情况调节座椅安全带的锁止或 回缩程度。 背景技术
交通工具的被动安全是指在事故发生后对乘员进行保护的性能。 就汽车 而言，在被动安全方面，安全带和空气嚢是受到人们广泛关注的配备。可是， 如果不系好安全带， 气嚢的作用就会大打折扣， 甚至人员还会因气嚢释放不 当而受伤。
就汽车所使用的安全带而言，常规安全带是一种紧急锁止式汽车安全带。 在使用前， 可以轻松向外抽拉。 在正常行驶时， 车上配置的安全带回收卷取 器发挥较弱的弹簧回缩力拉住安全带， 不会使乘员有过重的压迫感。 然而如 果发生任何撞击以及剧烈晃动， 则锁止装置立即锁止安全带， 卡住安全带， 以防止安全带进一步拉出。
现还研制出一种预紧限力式安全带 ,可在发生碰撞时进一步收紧安全带 , 以有效固定乘员身体。
目前艮多预紧式安全带都釆用燃爆原理， 即所谓的燃爆式安全带。 燃爆 式安全带的卷收机构中有一套爆炸装置， 触发时借助爆炸的能量推动卷收器 转动， 从而实现收紧的作用。 这种安全带通常跟安全气嚢配合使用。 一般， 这种预紧式安全带有两种作用原理， 在轻微碰撞或急刹车时， 它具有和普通 安全带相同的功能。 也就是说如果快速用力去拉安全带的话， 卷收器可以锁 死但不会触发燃爆装置。 这个意义上， 它只有在碰撞达到一定剧烈程度时才 起作用。 而且爆炸装置是一次性的， 触发一次就必须去修理厂更换新的。
在燃爆式安全带装置中， 气体发生器是必不可少的， 使用高压气体也意 味着需要合适的材料和结构来保证使用中的强度和密封性。 而且预紧式安全 带会在碰撞中产生预拉力， 这个预拉力是在生产时就设定好的， 不能根据乘 员的体型来调节， 因此安全保护性能不够完善。 另外， 这样的装置必须结合 到卷收器上， 以便能够直接将动能作用到安全带转轴上。 因此这样的装置具 有体积大、 设计复杂、 成本较高、 不便于调节等缺点。
也有些车辆配备的是预碰撞安全系统，它的预收紧功能来源于电动机构， 这样就保证了安全带可以重复使用。 当然重复使用的次数也是有限制的， 如 果超过这个次数， 整套预碰撞安全系统包括预紧式安全带都要更换。 这样的 预碰撞安全系统虽然可重复使用， 但更换不便， 而且因为需要通过电子方式 控制这个系统， 仍然存在结构复杂、 更换不变、 成本高、 可靠性低、 不利于 普及的问题。
专利文献 GB2294866公开一种利用惯性实现机械控制的预紧装置。其工 作原理是： 如图 17所示， 在通常的行驶情况下， 促发杆 16不与质量重块 17 牢固接合而与安全带支撑件 47接合， 该安全带支撑件 47卡接安全带 S的带 扣 53 , 如图 17所示。 在减速度超过预定安全限度时， 质量重块 17由于惯性 前移，使得促发杆 16与质量重块 17凹凸卡合而与安全带支撑件 47脱离接合， 由此促使安全带支撑件 47带动安全带 S沿向下向后的 F方向转动， 从而收 紧安全带并卡在一紧固位置。
这种机械式预紧装置所提供的收紧力取决于槽 30的弧长,如果要提供较 大的收紧力则必须加长槽 30的弧长，这样必然造成整体装置占用空间大的问 题。 而且越是加长槽 30的弧长， 整个装置的响应时间越长，增大了在碰撞的 瞬间乘员受到伤害的可能。 再次， 该预紧装置通过促发杆 16与质量重块 17 以及安全带支撑件 47两者分别脱离和接合的同时实现来促发收紧过程，如果 接合 /脱离任一者没有实现， 就可能造成预紧装置不起作用的严重后果， 使用 可靠性有限， 而提高可靠性会增加设计和制造费用， 并不经济。
US4768809公开了一种预紧装置。 在该预紧装置中， 釆用了端部铰接在 一起的两个摆杆作为促发安全带收紧并卡在一紧固位置的结构。 然而， 该结 构与 GB2294866的结构存在共同之处，即仍釆用了弧形引导槽来引导安全带 收紧。 因此仍存在上述所述的收紧力受引导槽结构限制、 占用空间大的缺点。
因此， 希望提供一种能够克服上述缺点的座椅安全带， 既能够在正常驾 驶中为驾驶者提供适当的接近于零的拉紧力， 使乘员在基本无来自安全带的 压力的情况下较舒适地留有自由活动的余地， 又能在紧急情况下、 灾难性事 故发生时及时收紧安全带， 还可在事后自动放 安全带， 且具有结构简单、 可靠性高、 更换调节方便、 成本低、 易于普及等优点。 发明内容
本发明的目的在于提供一种如上所述的座椅安全带， 该安全带可根据平 时使用、 紧急刹车、 停用后收回等不同情况调节座椅安全带的锁止或回缩程 度。
本发明提供一种用于交通工具座椅安全带的调节装置， 所述调节装置包 括： 由第一摆杆和第二摆杆组成的一对支撑摆杆， 所述第一和第二摆杆的相 邻端部铰接在一起并形成一摆杆夹角， 所述第一和第二摆杆的任一非相邻端 部固定不动， 而另一非相邻端部因摆杆夹角变化而可动； 和致动器， 所述致 动器向第一摆杆和 /或第二摆杆和 /或摆杆铰接点施加力来改变该摆杆夹角， 从而通过所述另一非相邻端部直接向安全带施加大小变化的作用力， 其中， 当第一摆杆和第二摆杆处在 180度垂直对齐的状态时， 所述另一非相邻端部 能够提供完全的支撑力垂直作用于安全带， 从而卡止安全带以防止其移动， 以及当在较小的信号力作用下通过致动器改变该摆杆夹角时， 所述另一非相 邻端部能够释放安全带， 或者当第一摆杆和第二摆杆处在 180度垂直对齐的 状态时， 所述另一非相邻端部能够释放安全带以允许其移动， 以及当在较小 的信号力作用下通过致动器改变该摆杆夹角时， 所述另一非相邻端部能够提 供完全的支撑力垂直作用于安全带， 从而卡止安全带以防止其移动。
优选， 在减速超过预定安全限度时， 所述另一非相邻端部自动锁止安全 带防止其移动， 保护乘员安全。
优选， 在减速超过预定安全限度时， 所述另一非相邻端部自动放开对安 全带的锁止， 使安全带卷取器进一步收紧安全带， 将乘员固定在座椅上。
优选， 在正常使用时， 所述另一非相邻端部将安全带锁止于拉出所需要 长度的位置。
优选， 所述致动器向摆杆铰接处施加力。
优选， 所述安全带包括悬吊于支撑立柱上的将安全带上端固定于乘员肩 部附近的悬吊件、 以及靠近座椅一侧的下部的用于向内回收安全带的回收卷 取器， 所述调节装置布置于自悬吊件直到回收卷取器之间的任一位置， 以直 接向安全带施加力。 优选， 所述致动器包括一质量体， 通过所述质量体的惯性作用自动改变 该摆杆夹角。
优选， 所述致动器包括一电动部件， 用于根据控制信号自动改变该摆杆 夹角。
优选， 该调节装置还包括感应部件， 用于感应安全带因松紧而引起的角 度变化， 从而调节摆杆夹角。 附图说明
图 1A-1B和 2A-2B为阐明本发明中的安全带装置的调节装置的原理的示 意图，其中利用质量物体的惯性促动铰接摆杆关节点， 图 1A和 2A为在正常 使用情况中，支撑摆杆处于垂直临界支撑状态，图 2B和 2B为紧急触发情况， 支撑摆杆 2被质量物体碰撞而在两摆杆铰接点处弯曲。
图 3为本发明第一实施例的调节装置的结构示意图， 处于正常驾驶中卡 止安全带防止其回缩的状态。
图 4为本发明第一实施例的调节装置在紧急情况下释放对安全带的卡止 使得安全带被卷取器拉紧的结构示意图， 其中去掉悬吊支架 25的外侧壳体, 露出了微动开关。
图 5为本发明第一实施例的调节装置的右侧视图。
图 6为本发明第一实施例的调节装置的左侧视图。
图 7为本发明第一实施例的调节装置的底视图。
图 8为本发明第一实施例的调节装置的左侧透视图，示出了结束使用后， 完全打开回缩制止压块 13和偏心滚轮 12之间的间隙而使卷收器收回安全带 的状态。
图 9为本发明第一实施例的去掉偏心滚轮轴的调节装置的后侧透视图。 图 10为本发明第一实施例的调节装置的后视图。
图 11为本发明第一实施例中的悬挂卡簧的示图。
图 12为本发明第一实施例中的悬挂卡簧安装示图。
图 13为本发明第一实施例的调节装置安装于汽车安全带装置上的示图。 图 14为本发明第二实施例的调节装置的整体结构图。
图 15为本发明第二实施例的调节装置去掉外壳后的内部结构图。 图 16为本发明第二实施例的调节装置的各个组成部件的示图。
图 17为说明现有技术中的安全带的预紧装置的示意图。
图 18说明了本发明的安全带调节装置在车体内的布置方式。 附图标记说明：
1为铰接关节点， al为支撑摆杆关节点， 2为支撑摆杆， 3为质量物体， 4为质量物体与铰链关节的连接杆， 5为通过改变质量物体的相对水平角度， 可获得触发支撑摆杆灵敏度调节的示意， 6 为在隧道内可运动的金属球， 7 为金属球运动隧道， 8为可上下滑动的空间， 9为安全带结束使用时触发回缩 触块， 10为同步连动杆， 11为疏导杆， 12为偏心滚轮， 13为回缩制止压块， 14为偏心滚轮轴心， 15为支撑簧片， 16为活动支架， 17为轴杆， 18为连接 卡簧座， 19为悬挂卡簧， 20为可调角度板座， 21为定位弹簧， 22为可调角 度中心定位螺丝， 23为定位棘齿簧片， 24为定位棘齿， 25为悬吊支架， 26 为支架座， 27为电微动开关， 28为开关触点， 29为连动杆触点。
101为连接点， alOl为支撑摆杆关节点， 102为支撑摆杆， 103为质量物 体， 105为调节灵敏度滑动长孔， 112为偏心轮， 114为偏心轮轴， 116为可 调悬吊支架座， 121为回位弹片， 123为棘齿卡位凸台， 124为棘齿， 125为 悬吊支架， 130为悬吊轴， 132为安全带穿行间隙， 133为角度感应杆， 136 为质量物体上的触点， 138为角度感应杆的凸起部位， 139为质量物体上的限 位台， 143为安全带悬吊件总骨架， 148为上盖件， 150为安全带吊件连接孔。 具体实施方式
为使本发明实施例的目的、 技术方案和优点更加清楚， 下面将结合本发 明实施例中的附图， 对本发明实施例中的技术方案进行清楚、 完整地描述。
如图 18所示，本发明的安全带调节装置所适用的安全带包括： 具有腰带 1101和肩带 1102的织带、在靠近乘员肩部处固定到车体上部的悬吊件 1103、 固定于座椅一侧的车体下部的具有锁舌 1104和锁体 1105的卡扣锁定单元、 以及固定于座椅另一侧的车体下部的下部固定单元 1106,所述下部固定单元 1106内结合有安全带卷取器。 的安全带调节装置正是着眼于此， 釆用特定的机械方式在上述两个状态之间 调节安全带。
具体的， 本发明釆用支杆支撑方式， 由此对锁止安全带提供极大的力， 并且能够在较小的信号力作用下释放对安全带的锁止。这样的大 -小力的对比 对于要求高安全性、 高可靠性的安全带装置而言是非常重要的。
本发明可以有多种应用方式。
一种应用为预紧装置， 在平时使用中锁止安全带， 防止安全带回缩， 保 持舒适性， 而在遇到急速减速情况时， 释放对安全带的锁止， 使得安全带在 回收卷取器的作用下回缩。
或者反过来， 本发明可应用为普通锁止装置， 在平时使用中并不锁止安 全带， 而在遇到紧急情况时， 锁止安全带， 防止安全带被拉出。
图 1A-1B和 2A-2B为本发明的安全带调节装置的原理示意图。 如图 1 所示， 本发明中提供四根支撑摆杆 2, 上下左右铰接在一起， 形成处于同一 面内的平行四边形连杆装置。 具体的， 四根支撑摆杆 2成对地分别布置于左 右两侧， 位于左侧或右侧的两根支撑摆杆 2上下对齐且相邻端部铰接在一起 而形成铰接关节点 al , 而左右两对支撑摆杆 2的自由端部被上下支杆 L1连 接在一起， 如此形成上下左右四个连接点 1 , 构成平行四边形连杆装置。
图 1与图 2基本类似， 区别在于图 1的质量物体 6为一球体， 可在移动 通道 7中滚动， 图 2的质量物体 3为一质量块， 并通过连接杆与铰接关节点 al相连。
图 1A中显示了两对支撑摆杆 2处于"垂直临界状态"。 即位于同一侧的 上下的支撑摆杆 2基本垂直对齐， 在铰接点处形成基本 180。的第一夹角 al , 如此使得支撑摆杆 2下端处于位置 Pl。
该 180°的夹角可通过各种方式保持， 本实施例中， 在左侧一对支撑摆杆 2的铰接关节点 al处布置一支撑部件（图中未示出）， 使得该对支撑摆杆 2 的铰接处具有一定的过支撑程度， 因此一般轻微的晃动并不能破坏这种垂直 临界状态。
在车体紧急减速时， 质量块惯性向车辆前进方向运动。 如图 1B所示， 质量块 6向右侧移动， 碰撞右侧一对支撑摆杆 2的铰接关节点 al , 上下支撑 摆杆 2在铰接点处的第一夹角 al减小为第二夹角 α2, 因此， 支撑摆杆 2下 端立刻被拉起， 从位置 P1达到位置 P2 (图 1 ), 两个位置之间存在间隙 8, 由此改变对安全带施加的压力大小。
上述为本发明的基本结构， 存在多种应用方式， 如下详述。
第一实施例
下面对本发明的第一实施例的安全带调节装置进行说明。
第一实施例所实现的主要功能包括：
1 )乘员手持安全带插卡件，克服卷取器回缩力，将安全带从卷取器中抽 出并获得所需抽拉长度而停止抽拉时， 该适合松紧度可将通过调节装置卡止 安全带防止其回缩而得以保持。 但乘员还可根据自己的需要再次抽拉， 使其 安全带调节到理想的宽松度。
2 )当车辆因碰撞等原因而急剧减速超出预定安全限度，此时多松弛的安 全带可被卷取器收回。
3 )结束使用安全带时， 安全带锁扣拔出后， 安全带垂落， 从卷取器抽出 的安全带被全部回缩至卷取器。
图 3-7为本发明的调节装置的第一实施例的整体构造示意图。
第一实施例的调节装置包括： 如上所述形成平行四边形连杆装置的四根 支撑摆杆 2; 同步连动杆 10, 使左右两对支撑摆杆 2同步； 悬吊支架 25 , 中 部形成移动通道 7以容纳质量物体 6, 下侧左右端部直接固定连接到两个连 接点 1 ; 回缩制止压块 13 , 直接固定连接到悬吊支架 25下端， 布置于左右支 撑摆杆 2最下方的两个连接点 1之间；偏心滚轮 12,布置于回缩制止压块 13 下方并与之相对布置； 活动支架 16 (图 5 ), 活动支架 16上侧左右端部连接 着两个连接点 1 , 悬吊支架 25可枢转地吊装于活动支架 16的上端， 所述活 动支架 16被支撑簧片 15和定位弹簧 21 (图 7 )定位； 支架座 26, 活动支架 16通过轴杆 17 (图 5 )可枢转地连接到支架座 26上； 连接卡簧座 18, 用于 连接该安全带调节装置到车体； 可调角度板座 20 (图 7 ), 通过调节板座 20 的水平倾斜角度， 可以改变质量块惯性触发灵敏度大小。
安装后， 本发明的调节装置布置于车体立柱上的悬吊件 1103 内。 如图 18所示，肩带 1102从下方座位旁的下部固定单元 1106向上延伸穿过回缩制 止压块 13和偏心滚轮 12之间的间隙中， 然后或在不使用时自然向下垂落， 或在使用中被拉长使得锁舌 1104卡入锁体 1105中。 在使用时， 若驾驶者坐上汽车并抽拉安全带， 安全带向上抬起悬吊支架
25, 从而带动直接固连于悬吊支架 25下端的制止压块 13向上抬起， 增大制 止压块 13和偏心轮 12之间的间隙， 使安全带在较宽松的间隙中通过。 同时 抽动的安全带在摩擦力作用下带动偏心轮 12围绕轴心 14转动。 当转动到最 大偏心位置时， 固定于活动支架 16上的定位棘齿簧片 23和固定于偏心轮 12 上的定位棘齿 24卡接， 见图 9。 此时偏心轮 12的转动会被停止， 此时制止 压块 13和偏心轮 12处于使安全带在最大的间隙中通过的位置。 此时， 驾驶 者可以继续抽拉安全带， 而偏心轮 12不会转动。
当停止抽拉时， 安全带松弛， 悬吊支架 25下落， 回缩制止压块 13因此 下落， 回到与偏心轮 12正向相对的位置上。 同时，在安全带卷收器本身的回 缩卷取力的作用下，安全带开始回缩，如此因摩擦力偏心滚轮 12被带动而反 向转动，最终达到与回缩制止压块 13相距最小间隙的位置，将回缩的安全带 卡住，如此调节好的安全带松紧度被保持。 由于偏心滚轮 12的直径很小， 因 此安全带回缩程度很少， 能够较好地保持已经调整好的松紧度。 此时， 若乘 员再次抽拉， 则重复上述过程。
在正常驾驶中，各对支撑摆杆 2基本垂直对齐，在回缩制止压块 13上作 用极大的垂直支撑力， 将回缩制止压块 13保持于与偏心滚轮 12一起夹紧安 全带的位置 P1 (图 1A和 2A )。
当车辆制动减速时， 如图 1B所示， 质量物体 6惯性向车辆前进方向运 动， 碰撞右侧一对支撑摆杆 2的铰接关节点 al , 上下支撑摆杆 2在铰接点处 的第一夹角 αΐ减小， 因此， 悬吊支架 25下端被支撑摆杆 2拉起， 回缩制止 压块 13被悬吊支架 25向上带动， 达到位置 Ρ2 (图 1B ), 形成一较大间隙 8, 使得安全带在卷收器的回缩力作用下， 向上收回并被拉紧。 这里， 本发明的 卷收器始终提供较大的回缩力， 以实现事故发生前快速预收紧。
在安全带使用结束后， 原横跨在乘员身前状态的肩带改变为垂吊在边门 柱处， 由于安全带的角度变化及重量的作用，活动支架 16克服后侧的支撑簧 片 15的支撑力向下向后转动， 一并带动悬吊支架 25转动， 使得连接在支架 座 26上的触发回缩触块 9触动支撑摆杆关节点 al ,参见图 8,解除支撑摆杆 2的垂直临界状态， 即， 消除支撑摆杆 2作用在回缩制止压块 13上的垂直支 撑力，类似在减速过程中的情况，此时失去支撑力的回缩制止压块 13被悬吊 支架 25向上带动，增大制止压块 13和偏心轮 12之间的间隙，在安全带卷收 器的回收力的作用下， 多余的安全带被回收到车体内部。 另外， 在开始使用 时， 如果抽拉出过多的安全带， 因安全带松弛下垂， 角度变化， 所以也可以 通过上述方式收回到车体内。
质量块惯性触发灵敏度是可调节的。 在本实施例中， 通过调节支架座 26 的相对水平方向的倾斜程度实现。调节好后支架座 26固定于车体门柱上。不 同的倾斜程度可以使本发明的安全带在不同的减速度（比如当车时速为 30 公里或 50公里的紧急制动情况）下即实现安全带预收紧，就可以实现预收紧。
第二实施例
在本发明的第二实施例中，提供另一种安全带松紧调节装置。如图 14-16 所示， 相比第一实施例， 不同之处在于， 第二实施例用一对支撑摆杆代替两 对支撑摆杆， 且将质量物体直接安装于支撑摆杆的铰接点， 另外还单独设计 了感应杆来感应安全带的角度和重量变化。 因此， 第二实施例的调节装置具 有更紧凑的结构、 更小巧的外形并且可以更灵敏地感应回缩要求。
第二实施例的调节装置包括： 一对支撑摆杆 102, 端部铰接点 alOl处安 装质量物体 103; 悬吊支架 125, 支撑一对支撑摆杆 102, 悬吊轴 130穿过悬 吊支架 125上端的槽孔， 悬吊支架 125可因外力变化而抵抗弹簧弹力从而相 对于悬吊轴 130在槽孔内上下移动； 回缩制止压块 113, 直接固定连接到悬 吊支架 125下端； 偏心滚轮 112, 布置于回缩制止压块 113下方并与之相对 布置； 可调悬吊支架座 116, 安装后支架座为固定不动的， 悬吊轴 130固定 到支架座 116上侧， 使得悬吊支架 125可枢转地吊装于支架座 116的上端。 铰链支撑摆杆 102和支撑摆杆关节点 alOl的临界位置和最大摆动距离，由质 量物体 103上的限位台 139与可调悬吊支架座 116两边的侧壁限位实现。
安装后， 本发明的调节装置布置于车体立柱上的悬吊件 1103 内。 如图 18所示，肩带 1102从下方座位旁的下部固定单元 1106向上延伸穿过回缩制 止压块 113和偏心滚轮 112之间的间隙 132, 回缩制止压块 113和偏心滚轮 112呈线接触方式， 该线的延伸方向平行于车体前行方向。
抽拉安全带时， 悬吊支架 125会被抽动的安全带推动略枢转并克服弹簧 力而在槽孔中向上移动， 从而向上略微抬升， 使得安全带在较宽松的间隙中 通过， 同时抽动的安全带在摩擦力的作用下带动偏心轮 112转动， 当偏心轮 112转到最大偏心位置时， 会皮棘齿卡位凸台 123和棘齿 124止住， 以利抽 动的安全带在更大的间隙间通过。
当停止抽拉时， 悬吊支架 125下落， 而偏心轮 112在安全带回缩卷取力 的拖动下反向转动， 回到最小间隙， 直至将回缩的安全带止住。 这时乘员可 获得较宽松、 不被安全带紧勒的舒适状态。
当车辆制动， 达到一定的减速度时， 质量物体 103在惯性作用下， 往前 运动， 带动与之关联的处于垂直临界状态的铰链支撑摆杆 102的支撑摆杆关 节点 alOl ,从而消除了铰链支撑摆杆 102作用在回缩制止压块 113上的垂直 支撑力， 失去支撑力的制动回缩压块 113向上移动， 安全带 131回缩， 松弛 部分被回缩卷取。
质量块惯性触发灵敏度的调节是通过调节整个装置相对水平方向的倾斜 程度实现的。
安全带结束使用后， 原横跨在乘员身前状态的有一定角度的安全带改变 为垂吊在边门柱处的垂直状态， 感应杆 133在弹片 137的弹力作用下向下转 动， 使其角度感应杆的凸起部位 138顶开质量物体上的触点 136, 使得质量 物体破坏支撑摆杆的支撑状态， 安全带 131在回缩卷取力的作用下将所有被 抽出的安全带回缩卷取。
本发明中， 相比现有技术， 存在如下优点。
首先， 支撑摆杆 2垂直对齐。 另外支撑摆杆 2、 回缩制止压块 13以及偏 心滚轮 12的轴 14三者基本处于同一平面内， 且垂直对齐的支撑摆杆 2的延 伸方向与回缩制止压块 13与偏心滚轮 12之间的接触位置垂直， 呈"丄"型。 这样， 在支撑摆杆 2基本垂直对齐的情况下， 支撑摆杆 2对回缩制止压块 13 施加的支撑力就会最大化地作用于回缩制止压块 13和偏心滚轮 12之间的安 全带上。这种支撑力只因朝向车头方向的因减速引起的惯性力的大小而改变。
其次， 在本发明中， 支撑摆杆 2在垂直对齐状态和非垂直对齐状态之间 的变动的过程都在一个平面内发生， 且这个平面平行于车辆前行方向， 因此 整个装置可扁平布置于主体侧面， 占用空间小。
再次， 本发明中所提供的支撑力的大小理论上仅取决于杆及用于固定杆 的支撑结构的刚度， 对设计和制造要求不高， 可以很容易做到相当大的支撑 力。 相反， 要破坏这种垂直对齐状态， 只要支撑摆杆 2受到较小的作用力， 即可改变它的垂直对齐状态。 这样的力量的对比类似于杠杆作用， 只要敖小 的力即可以轻易地破坏相当大的支撑力， 而且反应灵敏可靠， 这是本发明最 大的优点。 本发明的调节装置以相当简单且紧凑的结构， 实现了反应灵敏可 靠且支撑作用力大的安全带调节装置， 且因不需要任何电子设备、 或燃爆设 备或棘轮棘齿锁止这些的复杂且可靠度受限的结构， 在保证可靠性的情况下 降低了成本。
又， 在上述实施例中， 经测试， 正常情况下， 本发明的调节装置施加于 人身体的压力在 0-0.1 磅之间， 包括由于安全带自重引起的压力。 相比， 现 有的安全带施加于人身体的压力远大于此， 高达 0.5磅。 因此在正常使用中， 现有安全带存在令使用者不舒服而弃用的情况。 在本发明中， 由于平常使用 中可轻易地通过在已调整好的位置卡止安全带而将作用于人身体的压力减 小， 而紧急情况下， 释放对安全带的卡止而将压力加大。 需要注意的是， 在 上述实施例中， 由于不在发生大的碰撞时锁止安全带， 因此安全带本身允许 通过简单且可靠的机械结构提高了安全带使用中的舒适性和安全性。
另外， 在本发明中， 安全带使用时的锁止以及触发锁止解除都通过同一 摆杆支撑方式实现， 所需部件少且结构简单。
上述实施例仅作为示例。 各个组成部件不限于本发明的实施例所示的构 例如， 可以变型如下。
1. 上述实施例的主要构思在于： 在乘客正常使用中， 支撑摆杆 2垂直对 齐， 使制止压块 13和偏心轮 12之间的间隙减小， 保持合适的松紧度并卡止 安全带； 而在紧急情况中， 支撑摆杆 2的垂直对齐状态被破坏， 使所述间隙 增大， 并松开对安全带的卡止， 通过卷收器进一步收紧安全带， 如此可满足 不同时刻对^紧状态的需求。
然而，本发明的应用方式不限于此，也可反过来作为紧急锁止装置使用。 即， 在乘客正常使用中， 间隙增大且不卡止安全带； 而在紧急情况中， 使所 述间隙减小， 并卡止安全带， 防止安全带被进一步拉出。 例如， 将偏心轮 12 布置于制止压块 13上方，在支撑摆杆 2垂直对齐时，保持大的间隙，使卷收 器给安全带适当的松紧度； 而在紧急情况中， 支撑摆杆 2不再垂直对齐， 间 隙减小并夹紧安全带， 防止安全带进一步被拉出。
这种紧急锁止装置较之现有的紧急锁止装置， 仍然具有结构简单、 可靠 性高的优点。
2. 代替惯性方式，可通过例如电动部件提供信号触发支撑摆杆的铰接点 来实现上述技术构思。 例如， 本发明可设置测距雷达， 事故时， 测距雷达提 供信号触动支撑摆杆的铰接点，多松弛的安全带被卷取器收回。如图 4所示， 由测距雷达信号触发电微动开关 27,开关接触点 28,顶推同步连动杆接触点 29,消除当铰链支撑杆处于垂直临界支撑状态时支撑在回缩制止压块 13上的 支撑力， 回缩制止压块 13被安全带的回缩力拖动而被抬起，从而卷收器将松 弛的安全带收回并拉紧。
加入电动触发方式可以在车体没有减速之前就开始动作 , 更好地保证安 全带的敏捷反应。
3. 本发明的安全带调节装置可布置于直接作用于安全带的任何位置。 在上述实施例中， 本发明的安全带调节装置安装于上部悬吊件 1103内。 然而也可以将安全带调节装置布置于下部固定单元 1106内。任何与安全带接 触的任何位置都可以布置本发明的安全带调节装置。从上部悬吊件 1103直至 下部固定单元 1106之间的区域 A是优选的。
这样的布置方式能够最直接地向安全带施加作用力， 所占据的空间并不 需要很大， 可以施加的力确实可极大， 保证了可靠性。
4. 本发明的装置，可以作为一个完全独立的部件通过连接组件连接于现 无此功能的车辆上， 此时可以在本发明的安全带中加入增大回缩力的装置。 或者， 也可以直接设计安装于新车， 此时可适当增大车体本身提供的回缩卷 取力， 将更合理、 方便、 安全、 舒适。
5. 上述实施例中， 对摆杆铰接点施加作用力来改变该摆杆夹角， 在该处 所需的作用力最小。 然而， 本领域技术人员也可以构思在第一和 /或第二摆杆 和 /或摆杆铰接点处施加作用力的方案， 只要能够改变摆杆夹角即可。
以上实施例仅用以说明本发明的技术方案， 而非对其限制。 本领域的普 通技术人员应当理解： 其依然可以对前述各实施例所记载的技术方案进行修 改， 或者对其中部分技术特征进行等同替换； 而这些修改或者替换仍属本发 明各实施例技术方案的精神和范围。

Claims

权利要求
1. 一种用于交通工具座椅安全带的调节装置， 所述调节装置包括： 由第一摆杆和第二摆杆组成的一对支撑摆杆， 所述第一和第二摆杆的相 邻端部铰接在一起并形成一摆杆夹角， 所述第一和第二摆杆的任一非相邻端 部固定不动， 而另一非相邻端部因摆杆夹角变化而可动， 和
致动器， 所述致动器向第一摆杆和 /或第二摆杆和 /或摆杆铰接点施加力 来改变该摆杆夹角， 从而通过所述另一非相邻端部直接向安全带施加大小变 化的作用力，
其中，
当第一摆杆和第二摆杆处在 180度垂直对齐的状态时， 所述另一非相邻 端部能够提供完全的支撑力垂直作用于安全带， 从而卡止安全带以防止其移 动， 以及当在较小的信号力作用下通过致动器改变该摆杆夹角时， 所述另一 非相邻端部能够释放安全带，
或者
当第一摆杆和第二摆杆处在 180度垂直对齐的状态时， 所述另一非相邻 端部能够释放安全带以允许其移动， 以及当在较小的信号力作用下通过致动 器改变该摆杆夹角时， 所述另一非相邻端部能够提供完全的支撑力垂直作用 于安全带， 从而卡止安全带以防止其移动。
2. 如权利要求 1所述的调节装置， 其中在减速超过预定安全限度时， 所 述另一非相邻端部自动锁止安全带防止其移动， 保护乘员安全。
3. 如权利要求 1所述的调节装置， 其中在减速超过预定安全限度时， 所 述另一非相邻端部自动放开对安全带的锁止， 使安全带卷取器进一步收紧安 全带， 将乘员固定在座椅上。
4. 如权利要求 3所述的调节装置， 其中在正常使用时， 所述另一非相邻 端部将安全带锁止于拉出所需要长度的位置。
5. 如权利要求 1所述的调节装置，其中所述致动器向摆杆铰接处施加力。
6.如权利要求 1所述的调节装置， 其中所述安全带包括悬吊于支撑立柱 上的将安全带上端固定于乘员肩部附近的悬吊件、 以及靠近座椅一侧的下部 的用于向内回收安全带的回收卷取器 , 所述调节装置布置于自悬吊件直到回 收卷取器之间的任一位置， 以直接向安全带施加力。
7.如权利要求 1所述的装置， 其中所述致动器包括一 量体， 通过所述 质量体的惯性作用自动改变该摆杆夹角。
8.如权利要求 1所述的装置， 其中， 所述致动器包括- 电动部件， 用于 根据控制信号自动改变该摆杆夹角。
9. 如权利要求 1所述的装置， 其中， 还包括感应部件, 用于感应安全带 因松紧而引起的角度变化， 从而调节摆杆夹角。
PCT/CN2011/079005 2010-08-27 2011-08-26 座椅安全带调节装置 WO2012025062A1 (zh)

Priority Applications (12)

Application Number Priority Date Filing Date Title
ES11819437.2T ES2558006T3 (es) 2010-08-27 2011-08-26 Aparato de ajuste de cinturón de seguridad
RU2013113584/11A RU2527585C1 (ru) 2010-08-27 2011-08-26 Устройство для регулировки ремня безопасности
KR1020137004699A KR101527594B1 (ko) 2010-08-27 2011-08-26 시트 벨트 조정기
EP11819437.2A EP2610115B1 (en) 2010-08-27 2011-08-26 Seat belt adjustment apparatus
JP2013526305A JP5597768B2 (ja) 2010-08-27 2011-08-26 シートベルトの調整装置
MX2013002266A MX2013002266A (es) 2010-08-27 2011-08-26 Ajustador de cinturon de seguridad.
CN201180004091.0A CN102548808B (zh) 2010-08-27 2011-08-26 座椅安全带调节装置
PL11819437T PL2610115T3 (pl) 2010-08-27 2011-08-26 Urządzenie do regulacji pasa bezpieczeństwa
CA2808340A CA2808340C (en) 2010-08-27 2011-08-26 Seat belt adjuster
US13/819,078 US8931851B2 (en) 2010-08-27 2011-08-26 Seat belt adjuster
BR112013004412A BR112013004412A2 (pt) 2010-08-27 2011-08-26 elemento de ajuste de cinto de segurança
IN392MUN2013 IN2013MN00392A (zh) 2010-08-27 2013-02-27

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CN201010264551.0 2010-08-27
CN201010264551.0A CN102371966B (zh) 2010-08-27 2010-08-27 一种安全、舒适、方便使用的汽车安全带的装置及方法

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BR112013004412A2 (pt) 2016-05-31
HUE026529T2 (en) 2016-06-28
JP5597768B2 (ja) 2014-10-01
CA2808340A1 (en) 2012-03-01
MX2013002266A (es) 2013-05-22
PL2610115T3 (pl) 2016-05-31
ES2558006T3 (es) 2016-02-01
US20130214584A1 (en) 2013-08-22
JP2013536123A (ja) 2013-09-19
CN102371966A (zh) 2012-03-14
KR101527594B1 (ko) 2015-06-09
CN102548808A (zh) 2012-07-04
EP2610115A4 (en) 2014-02-12
CN102371966B (zh) 2015-03-25
KR20130099920A (ko) 2013-09-06
CA2808340C (en) 2015-10-27
PT2610115E (pt) 2016-01-27
RU2527585C1 (ru) 2014-09-10
EP2610115A1 (en) 2013-07-03
US8931851B2 (en) 2015-01-13
CN102548808B (zh) 2015-08-12
EP2610115B1 (en) 2015-10-28

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