WO2012160394A1

WO2012160394A1 - Occupant restraint system

Info

Publication number: WO2012160394A1
Application number: PCT/GB2012/051199
Authority: WO
Inventors: Martin GAMBLING; Joseph Johnson
Original assignee: Grm Consulting Limited
Priority date: 2011-05-26
Filing date: 2012-05-28
Publication date: 2012-11-29
Also published as: GB201108869D0

Abstract

An occupant restraint system comprises a garment (12) having first connectors (22, 24) positioned to be aligned with second connectors (34, 36) positioned on a vehicle.

Description

Occupant restraint system

The present invention is concerned with an occupant restraint system. More particularly, the present invention is concerned with an occupant restraint system for securing a uniformed passenger into a vehicle with minimal inconvenience.

Occupant restraint systems are well known in the art. Vehicle passengers are often required to secure a harness or seatbelt around their torso or lap when entering a vehicle. Such harnesses may take the form of lengths of fabric webbing which are fixed to a vehicle seat at first ends and secured together around the passenger via a buckle and latch on corresponding second ends. These harnesses may be attached to the vehicle at a number of points (typically two to six). In most consumer passenger vehicles a single length of webbing is installed in a retractor such that it can be pulled across the body before being secured to a buckle installed on the vehicle seat on the opposite side of the body.

Although these types of system are appropriate for commercial passenger vehicles, they are less convenient for use by uniformed personnel such as fire fighters and police who wear bulky uniforms. In both of these professions, it is desirable to sit the occupants as close together as possible. Because the occupants in close proximity, it is very difficult to locate and secure the restraint systems when they are seated. Often there is very little space between occupants to reach and grab the harness. Furthermore, the occupants are often wearing bulky uniforms (e.g. fire fighting equipment or riot gear) which may impede the ability of the belt to surround the occupant. Furthermore, the occupants may be wearing gloves which makes manual manipulation of even the largest buckles and latches quite difficult.

Published patent application US2011/0057500 discloses a system whereby a harness is integrated into a garment. Protruding latches are provided such that the occupant can attach buckles on the end of retractable webbing to the garment. Although this device makes it easier for uniformed occupants to secure themselves to a vehicle, it is still difficult for uniformed occupants to operate because they still need to locate the part of the harness attached to the vehicle, and still need to manually manipulate the buckles on the end of the webbing which, as mentioned above, may be difficult should the occupants be wearing gloves. It is an object of the invention to provide an improved occupant restraint system.

According to a first aspect of the invention, there is provided a vehicle occupant restraint system comprising a first connector attached to an occupant garment, a second connector attached to a vehicle component wherein the first and second connectors are positioned to automatically and releasably latch upon movement of the occupant into a predetermined position relative to the vehicle component.

Advantageously, if the two connectors are aligned, it makes it easier for the occupant to relatively locate them even if he is wearing gloves. It also avoids the need for the occupant to attempt to locate the buckle.

By "automatically and releasably latch" we mean attach so as to be joined until outside (e.g. user) intervention unlatches the connectors. Preferably, means are provided configured to guide the first connector towards the second connector. Such a guide may comprise a converging passageway. Alternatively or in addition, the guide may comprise attraction means such as a pair of corresponding magnets to assist in locating the two connectors together. In a further alternative, the connectors themselves may be magnetic.

Preferably one of the first and second connectors comprises a mechanism configured to move from a primed condition into a locked condition upon movement of the occupant into the predetermined position. Preferably the mechanism is resiliently biased into the locked condition.

Preferablythe mechanism comprises a trigger, and the mechanism is configured to move into the locked condition upon contact of the other of the first and second seat connectors with the trigger. The trigger is a pawl acting on a sprung locking member to inhibit movement until triggered.

Preferably the trigger is biased towards the other of the first and second seat connectors.

One of the first and second connectors may comprise a female formation for accepting the other of the first and second connectors, and the mechanism comprises a locking member arranged to trap the other of the first and second connectors on the female formation in the locked condition.

Preferably the locking member is arranged to slide across the female formation. The locking member may be biased towards the locked condition. The mechanism preferably comprise a release mechanism arranged to return the mechanism to the primed condition.

The release mechanism may be actuated by a tension wire, such as a Bowden cable. Alternatively, the release mechanism may be actuated by a solenoid.

A release control may be provided and arranged to selectively release some but not all pairs of connectors. For example, a first pair of connectors is provided at the lower back of the garment, and a second pair at the upper back of the garment, and only the second pair of connectors can be released in isolation.

The release control is preferably alsoarranged to simultaneously release all the pairs of connectors is required (e.g for egress). Preferably the second connector (on the vehicle) comprises the mechanism.

The first connector may be a simple construction such as a thick, stiff (e.g. braided metal, composite or plastics) wire spanning two positions on the garment. Preferably, the release control is situated in an easy to reach position, for example, next to the occupant's thigh or alternatively, next to their head. Preferably, the garment has a webbing harness integrated into it. Preferably the first connectors are attached to the ends of the webbing.

The second connectors may be attached to a retractable webbing strip within the vehicle which allows the occupant to move relative to the vehicle component. The webbing strip is resiliently retractable such that the second connector can be engaged by the first connector as the occupant moves into position, and then spooled as the occupant moves. More preferably, the retractor has an arresting system such that violent accelerations or movements are resisted, for example, in the event of a crash. The second connector may be an elongate member configured to be connected to by a plurality of first connectors. In this case, preferably the first connectors comprise a claw like formation to engage the elongate member. Advantageously the occupants can slide along the elongate member(s) or bar(s). An occupant restraint system according to the present invention will now be described with reference to the accompanying figures in which:-

FIGURE 1 is a side view of an occupant wearing a garment of a first occupant restraint system according to the present invention;

FIGURE 2 is a side view of the occupant restraint system of figure 1;

FIGURE 3 is a front view of a part of the occupant restrain system of figure 1; FIGURE 4 is a side view of a second occupant restraint system according to the present invention;

FIGURE 5 is a front view of a part of the occupant restrain system of figure 2; FIGURE 6 is a perspective view of a vehicle seat comprising a part of a second occupant restraint system; FIGURES 7a and 7b are rear and front perspective views respectively of further part of the second occupant restraint system;

FIGURES 8a and 8b are plan section views of part of the second occupant restraint system of figure 6;

FIGURE 9 is a perspective view of a part of the second occupant restraint system of figure 6;

FIGURES 10a to 10c are side views of the seat of figure 6 in three different conditions;

FIGURE 11 is a cut-away perspective view of the part of figure 9; and,

FIGURES 12a and 12b are section views of the part of figure 9 in two different conditions.

Referring to Figure 1, an occupant 10 is wearing a garment 12. The garment 12 comprises a first shoulder strap 14 connected at opposite ends to a belt section 16. As second shoulder strap (not visible) is provided on the other side of the occupant's body. A cross-chest strap 18 and a cross-back strap 20 are also provided, and connect the shoulder straps.

A first male connector 22 is attached to the shoulder strap 14 on both sides of the occupant and a second male connector 24 is attached at the belt section 16 where the shoulder strap 14 joins. Both connectors 22, 24 are on both sides of the occupant making a total of four connectors at each corner of the occupant's torso. Turning to Figure 2, the occupant is positioned within a seat 26 having a headrest 28, a backrest 30 and a seat pan 32. Female connectors 34, 36 are provided between the headrest 28 and the backrest 30 and the backrest 30 and the seat pan 32 respectively. Each of the female connectors 34, 36 comprises a clamp configured to receive the male members 22, 24 such that they are secured in position. A release mechanism is provided with each of the connectors 34, 36 and releasable via a handle 40. The release mechanism 38 may be electromechanical in nature and is configured to simultaneously release the female connectors 34, 36. The nature of the pairs of connectors can vary within the scope of the present invention. They may be mechanical, providing a male/female buckle and latch as per known seatbelt arrangements, or may be ball and socket type arrangements.

As will be noted in Figure 2, pairs of inclined surfaces 42, 44 are provided to guide the male members 22, 24 towards the female members 34, 36. These account for variations in the size of the occupant 10 and therefore the occupant garment 12.

Turning to Figure 3, a front view of the seat 26 is shown, in which it can be seen that a plurality of female members 34, 36 are provided in a row. By providing an array of female members, the occupant may sit in a number of positions (for example that shown in hidden line) and will be securely fastened to the vehicle. If the male members 22, 24 are spaced by a distance D, the female members 34, 36 are spaced apart by a distance D', which is half of D. This allows the occupants greater flexibility in their seating arrangement, and they may sit slightly further apart (without having to be a full person's width apart) if necessitated by their uniforms and / or equipment.

It will be noted that D' may be any subdivision of D, for example D/2 (as above) or D/3, D/4...D/n where n is an integer.

Turning to Figures 4 and 5, an alternative system is shown. The system of Figures 4 and 5 is similar to that of figures 1 to 3, with the exception that female members 122, 124 are provided on a garment 112. Each female member 122, 124 is in the form of a claw with a sprung latching arrangement (not shown). A first cylindrical bar 134 and a second cylindrical bar 136 are provided on a seat 126. The first bar 134 is provided between a headrest 128 and a backrest 130, and the second bar 136 is provided between the backrest 130 and a seat pan 132.

As an occupant 110 wearing the garment 112 sits in the seat 126, inclined surfaces 142, 144 guide the female members 122, 124 onto the bars 134, 136. The sprung latch arrangement on the female members 122, 124 secures them (in a radial direction of the bars 134, 136) such that the occupant is held in place. It will be noted that the occupant 110 can slide axially along the bars 134, 136. Because the latching mechanism is provided on the garment 112, a release mechanism 150 will also be provided thereon. The release mechanism is provided with bowden cables 152, 154 connected to each of the female members 122, 124 to release them from the bar 134, 136 when actuated. The guide means may be provided in alternative forms to the inclined surfaces 42, 44, 142, 144, for example, complimentary magnets may be positioned on the opposing members 34, 36, 134, 136, 24, 122, 124 in order to guide the male members towards the female members. Once in position, the action of the occupant sitting in the seat provides the required mechanical latching.

A restraint indicator is provided, and is displayed either to the occupant or to the driver of the vehicle, to confirm that each occupant is safely secured therein. A weight sensor provided in the seat pan 32 determines the presence of an occupant and after a pre-determined amount of time, if both female connectors 34, 36 have not been engaged by respective male connectors, then an audible and/or visual alarm is activated. It will be noted that the system may be electromechanically controlled by the driver of the vehicle such that all of the actuators may be simultaneously released. A panic button with the same effect may be provided, and the restraint system may be linked to a crash / fire detection system.

It is within the scope of the invention that the female connectors 34, 36, although normally positioned as shown in Figure 2, may be provided mounted on a retractable reel of webbing so that the occupant can move around the vehicle by a limited degree. These retractable webbing systems may be provided with inertia-reel type mechanisms such that any severe accelerations are arrested, for example, in the event of a vehicle crash or high acceleration or deceleration.

Turning to Figures 6 to 11, a further occupant restraint system is described. With reference to Figure 6, a seat 200 is shown having a support frame 202 supporting a seat pan 204 and a seatback 206. A seat pan cushion 208 is provided on the seat pan 204 and a seatback cushion 210 is provided on the seatback 206.

A lower back latch assembly 212 is provided and is accessible between the seat pan 204 and the seatback 206 and is accessible through an aperture in the seatback cushion 210. An upper back latch assembly 214 is provided attached to the seatback 206. The seatback cushion 210 defines a vertical, longitudinal channel 216 running from the top of the seatback cushion 210 to a mid-point down it, the channel providing access to the back latch assembly 214. A release assembly 218 is also provided on one side of the seat pan 204.

Turning to Figures 7a and 7b, a harness for integration into an occupant garment 220 is shown. The harness 220 comprises a central buckle 222. A pair of shoulder straps 224, 224 are connected to the buckle 222 via releasable fasteners and connect to the rear of a belt section 226, which is intended to wrap around the occupant and attach to the buckle 222 via fasteners 228. A through-leg section 230 is also provided which contains a further fastener 232 for attachment to the buckle 232. A pair of spaced cross-straps 236, 238 are provided between the back part of the shoulder straps 224, 225. A stiff wire attachment 234 is provided between the cross- straps 236, 238 and extends generally parallel to the shoulder straps 224, 225 (i.e., vertically in use).

A pair of stiff wire attachments 240, 241 are also provided depending from the belt portion 226 and extending parallel to the through-leg portion 230 (i.e., vertically when the occupant is standing). The attachments 240, 241 sit at the lower back). The stiff wire attachments 234, 240, 241 are arranged to protrude slightly from the garment 220 when worn and to be very stiff such that they are not easily deformable or moveable in use. They are constructed from a braided metal material.

Turning to Figure 8a, the lower back latch assembly 212 is shown in more detail. The assembly 212 comprises a housing 242 which is generally elongate and rectangular in shape. A pair of openings 244, 246 are provided in the front of the housing 242 such that they face the occupant in the area between the seat pan 204 and seatback 206. Each opening 244, 246 is tapered, opening out towards the occupant. The lower back latch assembly 212 is generally symmetrical and, as such, only the right-hand side (when viewing the seat in Figure 6) will be described in detail here.

The assembly 212 comprises trigger arm 248 which is pivoted to the housing 242 at a pivot point 250. The pivot point 250 is towards the centre of the housing 242 and between the openings 244, 246. The trigger arm extends towards the side of the casing, being accessible from the opening 244.

At the free end of the trigger arm 248, there is provided a recess 252 and a finger 254. The trigger arm 248 can pivot between a primed position as shown in Figure 8a and can rotate in an anti-clockwise fashion about pivot point 250 to a locked position (away from the occupant) as shown in Figure 8b. The arm 248 is biased towards the prime position in Figure 8a by a spring (not shown). A slidable locking member 256 is provided in the housing 242 and can slide between a primed position at the side of the housing 242 as shown in Figure 8a to a locked position towards the centre housing 242 as shown in Figure 8b. The locking member 256 comprises a finger 258 and an adjacent recess 260 at the end nearest the trigger arm 248, towards the centre of the housing 242.

The locking member 256 is biased by a tension spring 262 towards the locked position whereby it overlaps the trigger arm 248 and covers the opening 244 (shown in Figure 8b). The locking member 256 terminates in an end member 264 which acts to extend the tension spring 262 when the locking member 256 moves to the primed position as shown in Figure 8a.

The locking member 256 can be retracted against the bias of the spring 262 by the use of a cable 266 terminating in an end stop 268 which is configured to pull back on the end member 264 of the locking member 256.

In the primed condition, as shown in Figure 8a, the tension spring 262 is extended to provide a pulling force on the locking member 256 towards the position shown in Figure 8b (i.e. covering the opening 244). However, the locking member 256 is held in position by engagement of the finger 254 of the trigger arm 248 with the recess 260 of the locking member. The finger of the locking member 256 also engages the recess 252 on the trigger arm 248. The trigger arm 248 acts like a pawl.

When the occupant sits in the seat 200 the wire members 240, 241 simultaneously enter the openings 244, 246. They are guided in by the tapered openings 244, 246. As they do so they pivot the trigger arm 248 about the pivot point 150 which releases the locking member 256 which consequently slides across the opening 244 under bias of spring 262. This then locks the wires in place as the locking member 246 covers the orifice 244, preventing their release.

When the assembly 212 is in the position shown in Figure 8b, pulling on the cable 266 retracts the locking member 256. The opening 244 is therefore exposed and the wire members can be released. Because the trigger arm 248 is biased into the position shown in Figure 8a it will automatically latch with the locking member 256 to set the mechanism back in the primed position shown in Figure 8a, until the occupant sits in the seat again. Turning to Figure 9, a similar mechanism is provided with respect to the upper back latch assembly 214 and, as such, will not be described in detail here. The mechanism 214 is installed within a cross-bar 270 whose front face 272 is flush with the seatback. End flanges 274, 276 attach the cross-bar 270 to the seat frame. The assembly 214 operates in the same way as the assembly 212 in as much as the metal wire at the upper back of the user 234 can be automatically latched into the assembly 214 and released upon pulling a release wire (not shown).

Turning to Figures 10a to 10c, the release mechanism is shown in more detail. Each of the wires from the assemblies 212, 214 is attached to a handle system 278 as shown in Figures 10a to 10c.

The handle system comprises a lower lever 280 and an upper lever 282. Both levers are hinged at adjacent pivot points 284, 286 respectively. The upper lever 282 is arranged to release the upper back latch assembly 214. The lower lever 280 is arranged to release the lower back latch assembly 212.

As such, if the occupant is latched into the seat at both upper and lower points, the upper lever only can be actuated as shown in Figure 10b in order to release the upper back latch 212. This will allow certain freedom of movement of the occupant without completely releasing them from the seat. For example, they may need to reach to perform certain tasks which would not be possible if their upper body was restrained. It will be noted that simply sitting back in the seat again would automatically latch them to the upper back latch assembly. Turning to Figure 10c, the lower lever 280 can also be actuated in order to release the lower back latch assembly 214. It will be understood that the lower lever 280 is arranged to actuate the upper lever 282 simultaneously such that the user only has the option of (i) releasing the upper latch assembly 214 alone or; (ii) the lower latch assembly 212 and the upper latch assembly 214 in combination. This is achieved mechanically in as much as the pivots 284, 286 are parallel and the levers 280, 282 extend in the same direction, with the lower lever 280 being positioned directly below the upper lever 282.

Turning to Figure 10, a further feature of the upper latch assembly 214 is shown in more detail. The latch assembly 214 can slide in and out of the cross-bar 270 under the bias of a resilient spring arrangement (not shown). The assembly is biased to the extended position of Figure 12a. As such, the cross-bar 270 can become completely flush with the seatback. This is a safety feature to avoid any spinal injury during rear- end collisions. It will be understood that the spring bias that extends the latch assembly 214 from the housing 272 is stronger than the spring assembly required to trigger the internal mechanism of the latch assembly 214 in order to latch the user in position. As such, insertion of the wire into the assembly 214 will not cause retraction of the assembly 214 into the tube 272 before latching the occupant in place.

Variations fall within the scope of the present invention.

For example, the occupant restraint system may be provided for standing occupants.

Any number of connectors may be provided on the garment 12, 112 and seat 10, 110 depending on the level of restraint required by the application.

It will be understood that the present invention is suited for use in any application in which the occupants wear bulky uniforms, carry significant amounts of equipment and /or need to be frequently easily and/or quickly released from the vehicle.

With respect to the embodiment of Figure 6 onwards, an over-travel sensor could be installed to measure the travel of the trigger arms 248. In particular, it would be desirable to determine how far the trigger arms 248 have resiled once the user had sat in the seat. If the trigger 248 was to resile all the way to the position shown in Figure 8a once the user had sat in the seat, then it would be indicative that a wire had not been inserted into the opening 244 (it would normally hold the trigger arm back). An alert would be produced to indicate that the user had not properly latched into the seat.

Rather than having a mechanical wire to re-set the system, a solenoid could be provided to retract the locking member 256 to its original position shown in Figure 8a. A control system could be used to selectively unlock the latch assemblies 212, 214 to provide the same function as the levers as described above.

If an electro-mechanical system was used then the controls could be placed in a more accessible position, for example on a vehicle dashboard.

Alternatively, the occupant could be released upon receipt of a signal from the vehicle - for example when one or more of the following occur: the handbrake is engaged,

the vehicle stops,

the engine is turned off,

the ignition circuit is broken (key removed or "stop" button pressed).

Claims

1. A vehicle occupant restraint system comprising a first connector attached to an occupant garment, a second connector attached to a vehicle component wherein the first and second connectors are positioned to automatically and releasably latch upon movement of the occupant into a predetermined position relative to the vehicle component.

2. A vehicle occupant restraint system according to claim 1 in which guide means are provided configured to guide the first connector towards the second connector.

3. A vehicle occupant restraint system according to claim 2 in which the guide means comprise a converging passageway.

4. A vehicle occupant restraint system according to any preceding claim in which one of the first and second connectors comprises a mechanism configured to move from a primed condition into a locked condition upon movement of the occupant into the predetermined position.

5. A vehicle occupant restraint system according to claim 4 in which the mechanism is resiliently biased into the locked condition.

6. A vehicle occupant restraint system according to claim 5 in which the mechanism comprises a trigger, and the mechanism is configured to move into the locked condition upon contact of the other of the first and second seat connectors with the trigger.

7. A vehicle occupant restraint system according to claim 6 in which the trigger is a pawl.

8. A vehicle occupant restraint system according to claim 7 in which the trigger is biased towards the other of the first and second seat connectors.

9. A vehicle occupant restraint system according to any of claims 4 to 8 in which the one of the first and second connectors comprises a female formation for accepting the other of the first and second connectors, and the mechanism comprises a locking member arranged to trap the other of the first and second connectors on the female formation in the locked condition.

10. A vehicle occupant restraint system according to claim 9 in which the locking member is arranged to slide across the female formation.

11. A vehicle occupant restraint system according to claim 10 in which the locking member is biased towards the locked condition.

12. A vehicle occupant restraint system according to any of claims 4 to 11 in which the mechanism comprises a release mechanism arranged to return the mechanism to the primed condition.

13. A vehicle occupant restraint system according to claim 12 in which the release mechanism is actuated by a tension wire.

14. A vehicle occupant restraint system according to claim 12 in which the release mechanism is actuated by a solenoid.

15. A vehicle occupant restraint system according to any of claims 1 to 3 in which the first and second connectors latch by magnetic connection.

16. A vehicle occupant restraint system according to any preceding claim comprising a release control, which release control is positioned remote from the first and second connectors.

17. A vehicle occupant restraint system according to any preceding claim comprising a plurality of first and second connector pairs, each pair arranged to align upon movement of the occupant into a predetermined position relative to the vehicle component.

18. A vehicle occupant restraint system according to claim 17 comprising a release control arranged to selectively release some but not all pairs of connectors.

19. A vehicle occupant restraint system according to claim 18 in which a first pair of connectors is provided at the lower back of the garment, and a second pair at the upper back of the garment, and only the second pair of connectors can be released in isolation.

20. A vehicle occupant restraint system according to claim 17 comprising a release control arranged to simultaneously release all the pairs of connectors.

21. A vehicle occupant restraint system according to claim 4 in which the second connector comprises the mechanism.

22. A vehicle occupant restraint system according to claim 21 in which the first connector is a wire spanning two positions on the garment.

23. A vehicle occupant restraint system as described herein with reference to, or in accordance with, the accompanying figures.