WO2018132107A1 - Systèmes de retenue d'occupant ayant des dispositifs de retenue extensibles, et systèmes et procédés associés - Google Patents

Systèmes de retenue d'occupant ayant des dispositifs de retenue extensibles, et systèmes et procédés associés Download PDF

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Publication number
WO2018132107A1
WO2018132107A1 PCT/US2017/013519 US2017013519W WO2018132107A1 WO 2018132107 A1 WO2018132107 A1 WO 2018132107A1 US 2017013519 W US2017013519 W US 2017013519W WO 2018132107 A1 WO2018132107 A1 WO 2018132107A1
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WO
WIPO (PCT)
Prior art keywords
web
occupant
end portion
restraint
seat
Prior art date
Application number
PCT/US2017/013519
Other languages
English (en)
Inventor
Matthew James Browning
William Joseph Gehret
Todd Humbert
Richard Patterson
Original Assignee
Amsafe, Inc.
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
Application filed by Amsafe, Inc. filed Critical Amsafe, Inc.
Priority to PCT/US2017/013519 priority Critical patent/WO2018132107A1/fr
Publication of WO2018132107A1 publication Critical patent/WO2018132107A1/fr

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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
    • B60R22/12—Construction of belts or harnesses
    • B60R22/16—Construction of belts or harnesses using belts which become permanently deformed, i.e. one time use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/0065—Type of vehicles
    • B60R2021/0093—Aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/207—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in vehicle seats
    • B60R2021/2074—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in vehicle seats in head rests
    • 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
    • B60R2022/1806—Anchoring devices for buckles
    • 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
    • B60R2022/1818—Belt guides
    • B60R2022/1831—Belt guides comprising a slotted plate sliding in its plane, e.g. inside circular guides

Definitions

  • the following disclosure relates generally to occupant restraint systems for use in aircraft and other vehicles and, more particularly, to occupant restraint systems having restraints configured to extend in response to a dynamic event.
  • Various types of seat belt systems have been used to secure occupants in their seats in aircraft and other vehicles.
  • Commercial aircraft typically use 2-point restraint systems (e.g., lap seat belts) to secure occupants in their seats.
  • Airbag systems have also been used to protect passengers from strike hazards in automobiles, aircraft, and other vehicles. In automobiles, for example, airbags can be stowed in the steering column, dashboard, side panel, or other location.
  • a sensor detects the event and transmits a corresponding signal to an initiation device (e.g., a pyrotechnic device) on an airbag inflator. This causes the inflator to release compressed gas into the airbag, rapidly inflating the airbag and deploying it in front of the driver or other occupant to protect them from impact injuries.
  • an initiation device e.g., a pyrotechnic device
  • Figures 1A and 1 B are top and side views, respectively, of an occupant secured in a vehicle seat by a standard 2-point restraint system.
  • Figures 2A and 2B are top and side views, respectively, of the occupant of Figures 1A and 1 B after the vehicle has experienced a rapid deceleration event.
  • Figures 3A and 3B are top and side views, respectively, of an occupant secured in a vehicle seat by an extendable 2-point restraint system configured in accordance with an embodiment of the present technology.
  • Figures 4A and 4B are side and top views, respectively, of an extendable restraint system configured in accordance with an embodiment of the present technology.
  • Figures 6A and 6B are side and top views, respectively, of the portion of the extendable restraint system of Figures 5A and 5B after restraint extension, in accordance with an embodiment of the present technology.
  • Figure 7A is a top view of a portion of an extendable restraint system configured in accordance with another embodiment of the present technology, prior to restraint extension
  • Figure 7B is a top view of the portion of Figure 7A after restraint extension.
  • Figure 8A is an isometric view of the extendable restraint system of Figures 4A-6B installed on a vehicle seat
  • Figure 8B is an isometric view of the extendable restraint system securely fastened around the waist of a seat occupant in accordance with the present technology.
  • Figure 9A is an isometric view of an extendable restraint system configured in accordance with another embodiment of the present technology and securely fastened around the waist of a seat occupant.
  • Figure 9B is an isometric view of an extendable restraint system configured in accordance with a further embodiment of the present technology
  • Figure 9C is an isometric view of the extendable restraint system of Figure 9B securely fastened around the waist of a seat occupant.
  • Figure 10 is a partially schematic isometric view of an airbag system configured in accordance with an embodiment of the present technology.
  • the extension of the restraint occurs in response to a load on the restraint above a preset magnitude.
  • the load can be generated by a vehicle dynamic event, such as a crash, that causes the occupant's body to shift forward against the restraint.
  • the extension of the restraint is controlled by means of a mechanical device that is actuated by the loads imparted on the restraint by the occupant's body motion.
  • the extension of the restraint during the dynamic event can favorably position the occupant to, for example, reduce the speed at which the occupant's head contacts an airbag or monument by allowing the occupant's torso to move forward and contact the airbag or monument before the head does.
  • the favorable positioning of the occupant can also reduce the angle of the occupant's neck when the head makes contact with an airbag or monument, and thereby reduce the load or stress on the neck from the impact.
  • various embodiments of the extendable restraint systems described herein can mitigate the potential for neck injury or other injuries resulting from impact with an airbag or forward monument by improving the position and/or orientation of the occupant relative to the airbag or monument.
  • the restraint systems described herein can be referred to as “dual stage” or “dual stage smart" extending restraint systems because they are configured to operate in a first stage (i.e., an unextended stage) prior to a dynamic event, and then operate in a second stage (i.e., an extended stage) in response to a load imparted during a dynamic event.
  • Various embodiments of the restraint systems described herein can include an extension mechanism which can be, for example, a feature of the restraint hardware (e.g., the hardware which attaches a web of the restraint system to a seat or vehicle hard point) or a construction within the webbing of the restraint.
  • the extension mechanism provides a limited and controlled amount of additional length to the restraint during a crash event to allow a more ideal positioning of the occupant for contact with an airbag, forward structure, or other object.
  • FIGS 1A and 1 B are top and side views, respectively, of an occupant 104 secured in a vehicle seat 106 by a conventional 2-point restraint 1 10.
  • the seat 106 is positioned in a seating area 100 of a commercial aircraft 102 between a passenger aisle 1 16 (e.g., a central aisle) and a side wall 1 18.
  • the aircraft 102 has a longitudinal axis A (e.g., a centerline of the aircraft fuselage) that extends parallel to a forward direction of flight indicated by arrow F.
  • the seat 106 can include a back portion 105 extending upwardly from a base portion 107 fixedly mounted to a floor 109 of the aircraft 102.
  • the seat 106 can be at least generally similar to conventional seats in, for example, a first or business class cabin of a commercial passenger aircraft or business jet.
  • the seat 106 can have a centerline 1 14 that is oriented at an angle S relative to the longitudinal axis A of the aircraft 102.
  • the angle S can range from about 5 degrees to about 40 degrees, or from about 10 to about 30 degrees.
  • the seat 106 can be positioned in other orientations and/or other settings in the aircraft 102.
  • the seat centerline 1 14 can be facing directly forward as indicated by arrow F and parallel to, or at least approximately parallel to, the longitudinal axis A.
  • FIG. 1A and 1 B additional seats can be positioned to one or both sides of the seat 106 to comprise a row of seats in the aircraft 102.
  • the restraint systems described herein can be used to protect occupants in other types of vehicles, including other types of aircraft (e.g., both fixed- and rotary-wing aircraft), land vehicles (e.g., automobiles), watercraft, etc.
  • the 2-point restraint 1 10 is a lap seat belt having a first web portion 124a and a corresponding second web portion 124b.
  • a proximal end of the first web portion 124a is fixedly attached to a seat structure (e.g., a seat base, frame, etc.) on one side of the seat 106 by a first attachment fitting 1 12a, and the proximal end of the second web portion 124b is similarly attached to the seat structure on the opposite side of the seat 106 by a second attachment fitting 1 12b.
  • a seat structure e.g., a seat base, frame, etc.
  • the distal end of the first web portion 124a can carry a conventional web connector having a tongue portion (not shown), and the distal end of the second web portion 124b can carry a corresponding buckle assembly (also not shown) configured to receive and releasably engage the connector tongue to securely couple the two web portions 124a, 124b together around the waist of the seat occupant 104 in a conventional manner known in the art.
  • the position of the occupant's body can be represented by a first point which, for purposes of illustration, is generally located in the center of the occupant 104 where the restraint 1 10 extends across the occupant's waist.
  • the seating area 100 includes a structure 108 at least partially separating the seating area 100 from the seating area in front of it.
  • the structure 108 is a monument fixedly attached to the floor 109 of the seating area 100 adjacent to the aisle 1 16.
  • the structure 108 is generally positioned forward of the seat 106 in the direction F, but slightly offset from the seat centerline 1 14.
  • the seating area 100 can include other types of structures having the same or other positions relative to the seat 106 including, for example, other types of monuments (e.g., partitions, closets, bar units, seat ottomans, etc.), divider walls, galley walls, and other objects.
  • the structure 108 can be a seat back of a seat positioned directly in front of the seating area 100. In yet other embodiments, the structure 108 can be omitted.
  • the structure 108 can include an airbag housing 122 positioned toward an upper portion thereof. As described in greater detail below, the housing 122 can provide a suitable enclosure for an airbag 120 which is folded and stowed within the housing 122 in Figures 1A and 1 B.
  • the stowed airbag 120 can be positioned in, or carried by, other structures, such as other monuments, a seat back positioned forward of the seat 106, a structure mounted to the side wall 1 18, and/or otherwise positioned forward, or at least generally forward of the seat 106.
  • the airbag 120 can be deployed through an opening in the housing 122 and toward the seat 106 during a crash or other rapid deceleration event so that the occupant's head will strike the airbag 120 and not the structure 108, thereby reducing the likelihood of injury.
  • Figures 2A and 2B are top and side views, respectively, of the seating area 100 immediately after the aircraft 102 has experienced a dynamic event.
  • the dynamic event can, for example, be an accident, collision, or other dynamic event that causes a rapid deceleration (or acceleration) in a direction parallel to the longitudinal axis A (e.g., a deceleration greater than about 10 g's but less than about 20 g's, such as 15 g's).
  • an airbag system can include a crash sensor that senses the vehicle deceleration (or acceleration) and sends a corresponding signal to an airbag deployment circuit which in turn activates an inflator, causing the inflator to discharge compressed gas into the airbag 120.
  • the compressed gas inflates the airbag 120 and causes it to deploy from the housing 122 and into position between the occupant 104 and the monument 108 as shown in Figures 2A and 2B.
  • the airbag 120 and/or the operational systems associated therewith can be at least generally similar in structure and function to one or more of the airbags and associated systems described in U.S. Patent Application No. 14/505,277, filed October 2, 2014, and titled ACTIVE POSITIONI NG AI RBAG ASSEMBLY AND ASSOCIATED SYSTEMS AND METHODS; U.S. Patent Application No. 13/424, 197, filed March 19, 2012, now U.S. Patent No. 8,523,220, and titled STRUCTURE MOUNTED AIRBAG ASSEMBLIES AND ASSOCIATED SYSTEMS AND METHODS; U.S. Patent Application No.
  • the occupant's upper torso instantly rotates forward about the restraint 1 10 in the direction F. Additionally, the rapid declaration also causes the occupant's body to instantly shift (e.g., slide) forward in the seat 106 a distance from the first point to the second point P 2 . As best seen in Figure 2B, this relatively small amount of forward motion of the occupant's waist causes the occupant's upper torso to contact the airbag 120 at a relatively steep angle Ai . In some embodiments, the angle Ai can be from about 35 degrees to about 60 degrees, or from about 40 degrees to about 50 degrees relative to the vertical direction.
  • This positioning can cause the occupant's head 230 to contact the airbag 120 before, or at least substantially before, the occupant's upper torso or shoulder area contacts the airbag. In some instances, the occupant's upper torso may not contact the airbag 120 at all. Impacting the airbag 120 in this way can cause the occupant's head 230 to be placed at a relatively sharp angle relative to the occupant's upper torso, which can put undue stress on the occupant's neck.
  • Figures 3A and 3B are top and side views, respectively, of the occupant 104 secured to the seat 106 during a dynamic event by an extending restraint 310 configured in accordance with an embodiment of the present technology.
  • the occupant 104 is depicted in substantially the same dynamic circumstances as the occupant 104 is depicted in Figures 2A and 2B. More specifically, in both scenarios the aircraft 102 was moving forward in direction F and experienced an equivalent, or an at least approximately equivalent, dynamic event (e.g., a crash) resulting in a rapid deceleration acting parallel to the longitudinal axis A (and opposite to the direction F).
  • the restraint 310 is a 2-point extendable restraint that, as described in greater detail below, is configured to extend a preset amount when subjected to a predetermined tension load (e.g., a tension load caused by the inertia of the occupant's moving body).
  • a predetermined tension load e.g., a tension load caused by the inertia of the occupant's moving body.
  • the extendable restraint 310 enables the occupant's waist to move forward in the direction F a distance D 2 from the first point to a third point P 3 .
  • the extendable restraint 310 enables the occupant 104 to move forward a greater distance than the conventional restraint 1 10, thereby positioning the occupant 104 closer to the structure 108.
  • this positioning allows the occupant's upper torso to contact the airbag 120 at a relatively shallow angle A 2 .
  • the angle A 2 can be from about 5 degrees to about 50 degrees, or from about 10 degrees to about 35 degrees relative to the vertical direction.
  • This positioning also allows the occupant's upper torso and/or shoulder area to contact the airbag 120, in addition to the occupant's head 230.
  • the portion of the impact load on the occupant's head 230 is reduced.
  • the angle of the occupant's torso from the angle in Figure 2B to the angle A 2 in Figure 3B, the angle of the occupant's neck is reduced at impact with the airbag 120, thereby further reducing the impact load on the occupant's neck and the potential for injury.
  • extendable restraint systems when used in combination with an airbag, such as the airbag 120, can reduce the angle of the occupant's torso relative to the airbag at impact, and can enable the occupant's upper torso to contact the airbag 120 along with the occupant's head 230.
  • these features can advantageously reduce the head strike angle and the head strike speed when the occupant's head strikes the airbag, thereby reducing the load and stress on the occupant's head and neck (and hence the likelihood of injury) from a dynamic event.
  • the favorable occupant positioning features provided by the extendable restraints described herein are not limited to use with airbag systems, but can also improve positioning of the occupant's torso when impacting a fixed monument, a seat back, and/or other structural strike hazard positioned in front of or otherwise in the path of the restrained occupant in the absence of an airbag.
  • the restraint 310 can also be configured to absorb a substantial amount of the kinetic energy from the forward motion of the occupant's body. Absorbing the energy from the rapid deceleration of the occupant's body can also reduce the speed at which the occupant's upper torso and/or head 230 impacts the airbag 120, thereby further reducing the potential for injury.
  • the restraint 310 can include various types of mechanisms and/or other features to control the amount of restraint extension that occurs in response to a dynamic event greater than a certain magnitude.
  • Figures 4A and 4B are side and top views, respectively, of the restraint 310 illustrating a first extension feature 420a and a second extension feature 420b configured in accordance with an embodiment of the present technology. Referring to Figures 4A and 4B together, the restraint 310 of the illustrated embodiment includes a first web 424 and a second web 432. A first attachment fitting 1 12a is attached (via, e.g.
  • the attachment fittings 1 12a, b can be conventional hook-type fittings known in the art for securing seat belt webs to anchor points (e.g., a bolt, bar, hook, etc.) on seat frames or other adjacent structures.
  • a web connector having a tongue portion 414 is fixedly attached to a first end portion 432a of the second web 432, and a corresponding buckle assembly 416 (e.g., a conventional seat belt buckle known in the art) is attached to a second end portion 432b of the second web 432.
  • the buckle assembly 416 can be a conventional seat belt buckle configured to releasably engage the web connector tongue portion 414 in conventional manner well known in the art.
  • the buckle assembly 416 can be coupled to the second end portion 432b by routing the second end through a passage in the buckle assembly 416 that enables the seat occupant to manually adjust the length of the second web 432 as needed to securely fasten the second web 432 about the occupant's waist in a conventional manner.
  • the webs 424 and 432 can be at least generally similar in structure and function to conventional seat belt webs formed from, for example, woven nylon webbing. In other embodiments, the webs 424 and 432 can be formed from other materials of suitable strength and flexibility.
  • the restraint 310 further includes a first web clip 426a and a second web clip 426b.
  • the web clips 426a, b are essentially identical, and each includes a bar 428 extending across a center portion thereof to define a first passage 430a to one side of the bar 428 and a second passage 430b to the other side of the bar 428.
  • both the first web 424 and the second web 432 are routed through the first and second passages 430a, b and around the bar 428 of each web clip 426a, b to position the web clips 426a, b on the first web 424 and the second web 432 as shown in Figures 4A and 4B.
  • the purpose of the web clips 426a, b is to securely attach the second web 432 (which will extend around the occupant's waist) to the first web 424 (which will be securely attached to the seat base or other mounting structure).
  • the web clips 426a, b will positioned against, or at least adjacent to, the occupant's lower back.
  • the restraint 310 of the illustrated embodiment includes two of the web clips 426a, b which are spaced apart from each other.
  • the web clips 426a, b can be padded, or they can located within the seat back 105 behind the seat cover and/or padding. In further embodiments, a single web clip can be used. In yet other embodiments, the second web 432 can be attached to the first web 424 by other suitable means, such as by stitching, fasteners, adhesive, etc.
  • Figures 5A and 5B are enlarged side and top views, respectively, of a portion of the first web portion 424a for the purpose of illustrating the structure and function of the first extension feature 420a.
  • the second web extension feature 420b can be at least generally similar in structure and function to the first web extension feature 420a.
  • the first web portion 424a is first doubled over on itself in a "Z-fold" about a first fold line 524a and a second fold line 524b as shown in Figure 5A.
  • the fold lines 524a, b can be spaced apart by a distance L.
  • the distance L can range from about 1 inch to about 2.5 inches, or from about 1 .5 inches to about 2 inches.
  • the folded-over web is then fastened together.
  • the folded-over web portion is fastened together by stitching 522.
  • the stitching can include thread, such as nylon thread.
  • the tensile strength of the thread used in the stitching 522 and/or the number of stitches and/or the type of stitch pattern can be selected so that the stitching 522 will rupture and release the folded-over web portion when a preset tension load T is applied to the first web portion 424a.
  • the tension force T can be selected to correspond to an inertial force that would be imparted to the first web portion 424a when the occupant experiences a vehicle dynamic event (e.g., a rapid deceleration) above a preset magnitude or threshold which in turn causes the occupant's body to be thrown forward against the restraint 310 as shown in Figures 3A and 3B.
  • the stitching 522 can be selected and designed to rupture and permit unfolding of the web when the tension force T is from about 200 pounds to about 600 pounds, or about 400 pounds.
  • the extension feature 420a can also absorb some of the kinetic energy from the occupant's rapid movement during the dynamic event, and thereby further reduce the impact load on the occupant when the occupant's upper torso and/or head contact the airbag 120 or directly contact a forward monument.
  • the stitching 522 can be configured to rupture at a higher load than described above, such as a load ranging from about 400 pounds to about 800 pounds, or about 600 pounds.
  • the entire restraint 310 will undergo a total extension of from about 4 inches to about 10 inches in response to the dynamic event.
  • an overall increase in length of the restraint 310 of from about 4 inches to about 10 inches will correspond to a forward movement of the occupant's waist of from about 2 inches to about 5 inches, or about 4 inches.
  • restraints configured in accordance with the present technology can include one or more extension features that provide other extension distances E to provide more or less forward movement of the occupant in response to dynamic events.
  • the restraint 1 10 ( Figures 1 A and 1 B) is not an "extendable” restraint in the sense that it does not include an extension mechanism, such as the Z-fold described above, the restraint 1 10 still allows the occupant 104 to move forward in the direction F the relatively small distance due to stretching of the web portions 124a, b under load and/or compression of the occupant's waist from the tension in the restraint 1 10.)
  • FIGS 7A and 7B are enlarged top views of a portion of a 2-point restraint 710 that includes a web attachment fitting 712 having an extension feature 720 configured in accordance with another embodiment of the present technology.
  • the restraint 710 can include a first web portion 724a securely attached to the attachment fitting 712 in a conventional manner (e.g. , by looping the web 718 through an aperture in the attachment fitting 712 and then stitching the web onto itself).
  • the restraint 710 can also include a second web portion attached to another of the attachment fittings 712 in a similar manner.
  • the extension feature 720 includes an elongate channel or slot 716 that extends through the attachment fitting 712 and is oriented in general alignment with the web portion 724a.
  • the slot 716 has a width W and a first end portion 722a spaced apart from a second end portion 722b by an extension length E.
  • the first end portion 722a can be partially circular and have a diameter that is slightly larger than the slot width W to accommodate a bolt 702, which has a diameter P that is also slightly larger than the slot width W but just slightly smaller than, or equal to, the diameter of the first end potion 722a.
  • This enables the attachment fitting 712 to pivot about the bolt 702 as needed for alignment of the end portion 718 in normal use. Additionally, because the bolt 702 is larger in diameter than the slot width W, under normal operating conditions the attachment fitting 712 can rotate about the bolt 702 but it cannot translate relative to the bolt 702.
  • the bolt 702 extends through the first end portion 722a and fixedly attaches the proximal end of the web portion 724a to an anchor point on a seat structure (or nearby vehicle structure; not shown).
  • a tension load above a predetermined magnitude (e.g., above 400 pounds) resulting from a sudden forward acceleration of the seat occupant's body during a dynamic event
  • the tension load causes the bolt 702 to bear against the sidewalls of the slot 716 and deform them slightly outward.
  • slot width W relative to the diameter P of the bolt 702 can be sized to control the tension force T required to move the attachment fitting 712 relative to the bolt 702, and the length of the slot 716 can be selected to control the amount of extension E of the restraint 710 in response to the dynamic event.
  • the distance E can be selected to range from about 2 inches to about 5 inches, resulting in an overall increase in length of the restraint 710 of from about 4 inches to about 10 inches, which in turn allows the seat occupant to move forward in the direction F ( Figure 3A) a distance of from about 2 inches to about 5 inches during the dynamic event.
  • Figure 8A is an isometric view of the extendable restraint 310 installed on the vehicle seat 106
  • Figure 8B is an isometric view of the extendable restraint 310 with the second web 432 securely fastened around the waist of the occupant 104 in accordance an embodiment of the present technology.
  • the restraint 310 is attached to the seat 106 by securely attaching the respective attachment fittings 1 12a, b on the first web 424 to corresponding anchor points on the seat frame or other fixed structure on opposite sides of the seat 106.
  • the length of the first web 424 is sized so that it extends tightly across the seat 106 proximate the junction between the seat back 105 and the seat base 107 without any appreciable slack.
  • the second web 432 can be secured around the waist of the occupant 104 in a conventional manner. More specifically, after the occupant 104 has sat down in the seat 106, the occupant 104 can grasp the connector tongue 414 in one hand and the buckle assembly 416 in the other hand, and then insert the tongue 414 into the buckle assembly 416 to couple the two parts together in a conventional manner. After the tongue portion 414 has been engaged with the buckle assembly 416, the occupant 104 can pull on the loose end of the second end portion 432b as required to adjust the tension in the second web 432 so that it fits snuggly around the occupant's waist. The restraint can be released by lifting a handle on the buckle assembly 416 in a conventional manner.
  • the second web 432 is a "non-extending web” that remains relatively tight or snug around the occupant because the second web 432 of this embodiment does not include any extension features. In some embodiments, keeping the second web 432 relatively tight while allowing the first web 424 to extend can provide better control of the occupant's body after the occupant 104 impacts the airbag or a forward structure.
  • the extendable attachment fitting 712 described above with reference to Figures 7A and 7B can be used to provide extension of the restraint 310 during a dynamic event.
  • the attachment fittings 1 12a, b can be replaced by two of the attachment fitting 712 and the extension features 420a, b in the first web 424 can be omitted.
  • more extension of the restraint may be required to reduce or prevent injury.
  • the attachment fittings 712 can be used in addition to the extension features 420a, b (and/or other extension mechanisms) to provide a controlled amount of web extension during a dynamic event.
  • the restraint 310 shown in Figures 4A and 4B without any extension mechanisms can be used as shown in Figures 8A and 8B to provide enough forward movement of the occupant 104 to prevent or reduce injury.
  • the configuration of the restraint 310 allows the kinetic movement of the occupant during impact to stretch the web portions of the restraint 310 and allow sufficient forward movement to prevent or reduce injury.
  • Figure 9A is an isometric view of the occupant 104 secured in the seat 106 by an extendable restraint 910a configured in accordance with another embodiment of the present technology.
  • the restraint 910a is a 2-point restraint (e.g., a lap seat belt) having a first web 924a and a second web 924b.
  • each of the first and second webs 924a, b can include a corresponding web extension feature 420a, b as described in detail above with reference to Figures 4A-6B (the second extension feature 420b is not visible in Figure 9A).
  • the proximal end of the first web 924a is attached to the seat frame by a first attachment fitting 1 12a, and the proximal end the second web 924b can be similarly attached to the seat frame on the opposite side of the occupant 104.
  • the distal end of the first web 924b can carry a web connector having a tongue portion (not shown), and the distal end of the second web 924b can carry a corresponding buckle assembly 416.
  • the tongue portion of the web connector can be releasably engaged with the buckle assembly 416 to secure the restraint 910a around the occupant's waist in a conventional manner as shown in Figure 9A.
  • the extendable attachment fitting 712 described above with reference to Figures 7A and 7B can be used to provide extension of the restraint 910a during a dynamic event.
  • the attachment fittings 1 12a, b can be replaced by two of the attachment fittings 712 and the extension features 420a, b in the first and second webs 924a, b can be omitted.
  • the attachment fittings 712 can be used in addition to the extension features 420a, b to provide a preset amount of web extension during a dynamic event.
  • FIG 9B is an isometric view of an extendable restraint 910b configured in accordance with a further embodiment of the present technology and installed on the vehicle seat 106.
  • the restraint 910b includes a first web 924a and a second web 924b, which are at least generally similar to the first web 924a and the second web 924b, respectively, described above with reference to Figure 9A.
  • the proximal end of the first web 924a can be attached to the seat frame by a first attachment fitting 1 12a
  • the proximal end of the second web 924b can be attached to the seat frame on the opposite side of the seat 106 by a second attachment fitting 1 12b (not shown).
  • first web 924a carries a web connector having a tongue portion 414
  • second web 924b carries a corresponding buckle assembly 416.
  • each of the first and second webs 924a, b can include a corresponding web extension feature 420a, b as described in detail above with reference to Figures 4A-6B.
  • the extendable attachment fitting 712 described above with reference to Figure 7A and 7B can be used to provide a preset amount of extension of the restraint 910b during a dynamic event.
  • the restraint 910b further includes a first web clip 426a and a second web clip 426b which are securely coupled to opposite ends of a third web 932.
  • the web clips 426a, b are at least substantially identical to the web clips 426a, b described above with reference to Figures 4B and 4A and each includes a first passage 430a separated from a second passage 430b by a central bar 428.
  • Each end portion of the third web 932 is looped through the second passage 430b in the corresponding web clip 426a, b and sewn or otherwise attached to itself to securely attach one end of the third web 932 to the first web clip 426a and the other end of the third web 932 to the second web clip 426b.
  • the third web 932 flexibly secures the two web clips 426a, b together at a fixed distance apart (e.g., between about 2 inches and about 15 inches apart, between about 6 inches and about 12 inches apart, or about 8 inches apart).
  • first web 924a slidably extends through the first passage 430a in the first web clip 426a
  • second web 924b slidably extends through the first passage 430a in the second web clip 426b, to slidably attach each of the first and second webs 924a and 924b to opposite ends of the third web 932.
  • Figure 9C is an isometric view of the extendable restraint 910b after the tongue portion 414 ( Figure 9B) has been releasably engaged with the buckle assembly 416 to secure the first web 924a and the second web 924b around the waist of the occupant 104 in accordance with an embodiment of the present technology.
  • the restraint 910b is secured around the waist of the occupant 104 in a manner that is at least generally similar to that described above with reference to Figure 8B.
  • the tension force in the first and second webs 924a, b caused by the forward momentum of the occupant's body causes the first and second extension features 420a, b to rupture, thereby enabling the restraint 910b to extend as described above with reference to Figures 5A-6B.
  • This enables the occupant 104 to shift slightly forward in the seat 106 to better position the occupant 104 for impact with an associated airbag or other forward structure, as described above with reference to Figures 3A and 3B.
  • the extension features 420a, b and/or the extendable attachment fittings 712 can be omitted from the restraint 910b, and the desired amount of restraint extension can be provided during a dynamic event by the arrangement of the first and second webs 924a, b and the third web 932.
  • the two-point restraints 310 and 910b shown in Figures 8B and 9C, respectively can be seen to include more length of web than conventional two-point restraint systems by virtue of the additional lengths of web that extend around the back of the seat occupant 104. As a result, these configurations will provide more overall extension due to stretching of the webs when subjected to a given load.
  • the tension force in the first web 924a and the second web 924b will produce greater forward motion of the occupant than would be provided by a conventional two-point restraint, thereby enabling the restraint 910b to extend as described above with reference to Figures 5A-6B and more favorably position the occupant 104 for impact with an associated airbag or other forward structure, as described above with reference to Figures 3A and 3B.
  • the various types of web extension mechanisms and features described herein can be used with other types of seat belt webs having other arrangements, and/or other types of attachment fittings, connectors, and/or buckle assemblies.
  • one or more of the web extension features described herein can be used with a 3-point shoulder seat belt arrangement, a 5-point seat belt arrangement, a "Y- belt” arrangement, etc.
  • extension mechanisms have been described above with reference to Figures 4A-9C, various other types of extension mechanisms, systems, and/or features can be incorporated into the extendable restraint systems described herein to provide the desired amount of extension in response to a dynamic event.
  • the restraint 310 can utilize one or more web retractors that are configured to allow a preset portion of webbing to spool out when the restraint experiences a tension load above a preset magnitude resulting from a dynamic event.
  • extendable restraint systems configured for use with, for example, airbag systems as described herein can include one or more of the extension mechanisms and/or systems described in U.S. Patent Application No. 13/441 ,689, filed April 6, 2012, and titled PERSONAL RESTRAINT SYSTEMS FOR USE I N RECREATIONAL UTILITY VEHICLES AND OTHER VEHICLES, which is incorporated herein in its entirety by reference.
  • extension mechanisms and/or systems can be used in place of, or in addition to, the extension features 420, 720 described in detail herein. Accordingly, aircraft occupant safety systems configured in accordance with the present technology are not limited to use with the various extension mechanisms and features described herein, but can include various other types of suitable extension mechanisms without departing from the spirit or intent of the present disclosure.
  • FIG 10 is a partially schematic isometric view of an upper portion of the structure 108 and an airbag inflation system 1030 configured in accordance with an embodiment of the present technology.
  • the airbag inflation system 1030 includes an electronic assembly 1032 (e.g. , an electronic module assembly (EMA); shown schematically) and an airbag inflator 1040 positioned within the airbag 120.
  • the airbag inflator 1040 can include an initiator 1034 (e.g., a pyrotechnic initiator, such as a squib) operably positioned on one end, and a diffuser 1036 positioned on the opposite end.
  • the electronic assembly 1032 can be electrically coupled to the initiator 1034 via an electrical link 1038.
  • the electronic assembly 1032 includes a processor 1044 that receives electrical power from a power source 1046 (e.g., one or more batteries, such as lithium batteries), a deployment circuit 1052 that initiates the inflator 1040, and at least one crash sensor 1048 (e.g., an accelerometer) that detects rapid decelerations and/or other dynamic events greater than a preset or predetermined magnitude.
  • the crash sensor 1048 can, for example, include a spring-mass damper type sensor with an inertial switch calibrated for the vehicle's operating environments that initiates airbag deployment upon a predetermined level of deceleration.
  • the crash sensor 1048 can include other types of sensors known in the art.
  • the electronics assembly 1032 can also include one or more magnetic field sensors 1050 that can detect the presence of an external magnetic field and communicate with the processor 1044 to deactivate the crash sensor 1048 and prevent inadvertent deployment of the airbag 120.
  • the electronic assembly 1032 can include other sensors and/or other additional features to facilitate airbag deployment, and/or some of the components of the electronic assembly 1032 may be omitted.
  • the electronic assembly 330 can include only the power source 1046 and the crash sensor 1048, which completes a circuit to activate the inflator 1040 in the event of a vehicle collision or other significant dynamic event.
  • the crash sensor 1048 can respond by sending a signal to the processor 1044 which causes the processor 1044 to send a corresponding signal to the deployment circuit 1052.
  • the deployment circuit 1052 can apply a sufficient voltage to the inflator initiator 1034 via the electrical link 1038 to activate the initiator 1034, which in turn causes the inflator 1040 to discharge its compressed gas into the airbag 120 via the diffuser 1036. The expansion of the compressed gas rapidly inflates the airbag 120 and causes it to deploy as described above.
  • the inflator 1040 can be spaced apart from the airbag 120 and be fluidly coupled thereto by a gas delivery hose (not shown) and/or other suitable fluid passageway.
  • a gas delivery hose (not shown) and/or other suitable fluid passageway.
  • the inflator 1040 can be positioned remotely from the airbag housing 122, and one end of a suitable gas delivery hose can be coupled to the inflator 1040 in place of the diffuser 1036. An opposite end of the gas delivery hose can then be positioned in fluid communication with the interior of the airbag 120, such that upon activation of the inflator 1040 the compressed gas will pass through the delivery hose and rapidly inflate the airbag 120 as described above.
  • the airbag deployment and inflation systems described above are provided by way of example of one such suitable airbag system.

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  • Engineering & Computer Science (AREA)
  • Textile Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

Systèmes de sécurité pour occupant de véhicule ayant des dispositifs de retenue extensibles destinés à être utilisés avec, par exemple, des coussins de sécurité gonflables. Selon un mode de réalisation, la technologie de l'invention comprend un dispositif de retenue d'occupant à 2 points qui immobilise un occupant dans un siège d'aéronef, positionné dans une zone d'assise qui comprend un logement avant logeant un coussin de sécurité gonflable rangé. Dans le cas d'une décélération rapide de l'aéronef au-dessus d'une amplitude prédéfinie, le coussin de sécurité gonflable se déploie entre l'occupant et le logement lorsque les forces dynamiques amènent l'occupant à tomber vers l'avant. Le dispositif de retenue s'étend d'une quantité prédéfinie, ce qui permet à l'occupant de se déplacer vers l'avant dans le siège plus que l'occupant se serait déplacé si l'occupant avait porté un dispositif de retenue à 2 points non extensible classique. Une sangle non extensible qui est fixée autour de la taille de l'occupant amène le torse supérieur de l'occupant à heurter le coussin de sécurité gonflable selon un angle réduit ou autrement plus favorable.
PCT/US2017/013519 2017-01-13 2017-01-13 Systèmes de retenue d'occupant ayant des dispositifs de retenue extensibles, et systèmes et procédés associés WO2018132107A1 (fr)

Priority Applications (1)

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PCT/US2017/013519 WO2018132107A1 (fr) 2017-01-13 2017-01-13 Systèmes de retenue d'occupant ayant des dispositifs de retenue extensibles, et systèmes et procédés associés

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PCT/US2017/013519 WO2018132107A1 (fr) 2017-01-13 2017-01-13 Systèmes de retenue d'occupant ayant des dispositifs de retenue extensibles, et systèmes et procédés associés

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2521203A (en) * 1945-04-21 1950-09-05 All American Airways Inc Safety belt
US3026972A (en) * 1959-04-13 1962-03-27 Gen Dynamics Corp Energy absorbing seat belt attachment
US3361475A (en) * 1965-06-04 1968-01-02 William H.C. Villiers Safety belt with shock absorbing device
US3462191A (en) * 1967-08-09 1969-08-19 Alfred F Spranger Energy dissipater for safety belt assembly
US4027905A (en) * 1974-09-16 1977-06-07 Nippon Soken, Inc. Seat belt system for vehicle
US20130241180A1 (en) * 2012-03-19 2013-09-19 Amsafe, Inc. Structure mounted airbag assemblies and associated systems and methods
US20140159356A1 (en) * 2011-07-18 2014-06-12 Key Safety Systems, Inc. Safety Restraint Protection for Aircraft Occupants Seated Facing the Side of the Aircraft

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2521203A (en) * 1945-04-21 1950-09-05 All American Airways Inc Safety belt
US3026972A (en) * 1959-04-13 1962-03-27 Gen Dynamics Corp Energy absorbing seat belt attachment
US3361475A (en) * 1965-06-04 1968-01-02 William H.C. Villiers Safety belt with shock absorbing device
US3462191A (en) * 1967-08-09 1969-08-19 Alfred F Spranger Energy dissipater for safety belt assembly
US4027905A (en) * 1974-09-16 1977-06-07 Nippon Soken, Inc. Seat belt system for vehicle
US20140159356A1 (en) * 2011-07-18 2014-06-12 Key Safety Systems, Inc. Safety Restraint Protection for Aircraft Occupants Seated Facing the Side of the Aircraft
US20130241180A1 (en) * 2012-03-19 2013-09-19 Amsafe, Inc. Structure mounted airbag assemblies and associated systems and methods

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