WO2024061787A1 - Enrouleur de ceinture pour un dispositif de ceinture de sécurité d'un véhicule automobile - Google Patents

Enrouleur de ceinture pour un dispositif de ceinture de sécurité d'un véhicule automobile Download PDF

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Publication number
WO2024061787A1
WO2024061787A1 PCT/EP2023/075562 EP2023075562W WO2024061787A1 WO 2024061787 A1 WO2024061787 A1 WO 2024061787A1 EP 2023075562 W EP2023075562 W EP 2023075562W WO 2024061787 A1 WO2024061787 A1 WO 2024061787A1
Authority
WO
WIPO (PCT)
Prior art keywords
belt
toothing
fixed
pawl
belt reel
Prior art date
Application number
PCT/EP2023/075562
Other languages
German (de)
English (en)
Inventor
Frank Matzen
Sven KRAMBEER
Original Assignee
Autoliv Development Ab
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 Autoliv Development Ab filed Critical Autoliv Development Ab
Publication of WO2024061787A1 publication Critical patent/WO2024061787A1/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
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/36—Belt retractors, e.g. reels self-locking in an emergency
    • B60R22/405—Belt retractors, e.g. reels self-locking in an emergency responsive to belt movement and vehicle movement
    • 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
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • B60R2022/468—Reels with means to tension the belt in an emergency by forced winding up characterised by clutching means between actuator and belt reel

Definitions

  • the present invention relates to a belt retractor for a seat belt device of a motor vehicle with the features of the preamble of claim 1.
  • Belt retractors are used in the safety belt systems of motor vehicles and are used to wind up one end of a safety belt intended to restrain an occupant.
  • the belt retractor is attached either to the vehicle structure or to a vehicle seat attached to the vehicle structure or to a bench seat attached to it.
  • the basic structure of the belt retractor has a frame provided for attachment and a belt spool rotatably mounted in the frame, whereby the safety belt can be wound onto the belt spool.
  • the belt spool is spring-loaded in the winding direction by a main spring and can be blocked by a blocking device against further withdrawal of the safety belt if a predetermined belt pull-out acceleration or vehicle deceleration is exceeded, so that the occupant is subsequently restrained from impact with the internal vehicle structure to avoid more serious injuries.
  • force limiting devices In order to reduce the occupant load during restraint, force limiting devices have proven to be advantageous, which, when the belt reel is blocked and a predetermined belt pull-out force is exceeded, enable a force-limited rotation of the belt reel in the pull-out direction and thus a force-limited forward displacement of the occupant. Since the resulting reduction in occupant load is directly related to the forward displacement path available, it has also proven to be advantageous in the seat belt existing belt slacks must be pulled out by a belt tensioner before the force limiting device is activated in order to increase the available forward displacement path and to couple the occupant to the vehicle deceleration as early as possible.
  • Reversible belt tensioners have a lower tensioning capacity of approx. 100 to 800 N and are used to pull out the slack in a dangerous situation in preparation for a possible subsequent accident. If no accident subsequently occurs, the seat belt is loosened again. Electric motors, which can be controlled particularly well and reversibly, have proven successful for driving the reversible belt tensioners. Irreversible belt tensioners have a higher tensioning capacity of 400 to 2000 N and are only activated when the accident can no longer be avoided, i.e. in the early phase of the accident.
  • the irreversible belt tensioners are therefore always activated after the reversible belt tensioners.
  • Pyrotechnic drives have proven useful as drives for the irreversible belt tensioners, which can no longer be activated after they have been activated once, so that in this case the entire seat belt device with the irreversible belt tensioner must be replaced.
  • Belt tensioners can act on different points of the seat belt, for example on the belt buckle, the end fitting or even on the belt retractor.
  • the belt tensioner When using the belt tensioner on the belt retractor, when activated, it suddenly drives the belt reel in the winding direction and thereby pulls the belt slack in the seat belt out of the seat belt.
  • the term belt tensioner should only be understood as meaning those which are arranged on a belt retractor and drive the belt reel. Since the Since the belt reel must be able to rotate freely in normal use for buckling and unbuckling, the drives of both the reversible belt tensioner and the irreversible belt tensioner are only connected to the belt reel via couplings when activated.
  • the couplings should be designed in such a way that they do not inadvertently create a rotary connection, which would hinder the normal use of the belt retractor due to a disruption in the rotational movement of the belt reel.
  • the coupling of the reversible belt tensioner must also be designed to be reversible. Furthermore, the coupling of the reversible belt tensioner must also be deliberately disengaged if an accident subsequently occurs and the irreversible belt tensioner is activated so that the drive movement of the irreversible belt tensioner is not disrupted by the coupling of the reversible belt tensioner which is still engaged.
  • the couplings of the various belt tensioners must be designed in such a way that they automatically establish the rotary connection between the drive and the belt reel when the drive is activated, which can be achieved, for example, by friction, by inertial forces or by a control contour.
  • the movement of the clutch is thereby positively controlled by the beginning movement of the drive.
  • a clutch for a belt tensioner which has two clutch pawls mounted on a drive wheel, referred to there as an input element, which, in order to produce the clutch connection, feed into an external toothing of an output element which is connected to the belt reel .
  • a control element coupled to an inertial mass is provided, on which a control geometry and a control geometry for controlling the movements of the clutch pawls are provided.
  • the invention is based on the object of providing a belt retractor of the generic type in which the coupling pawl is securely held in the engaged position after the engagement movement.
  • a first control pin is provided on the coupling pawl, with which it slides along the first control contour during the engagement movement.
  • the clutch pawl rests with the first control pin on the first control contour, which is due to its shape the course of the engagement movement of the coupling pawl into the toothing fixed to the belt reel is defined by the first control pin sliding off it.
  • the first control contour has a blocking section aligned in the circumferential direction, and the first control pin is arranged on the clutch pawl in such a way that it is arranged radially inwards of the blocking section in the engaged position of the clutch pawl. Through the blocking section of the first control contour, the coupling pawl is blocked during the toothing engagement during the reversible pre-tightening against a radially outwardly directed control movement from the toothing fixed to the belt reel.
  • the first control contour is formed by a spring arm, which is fixed at one end to the control element, and the first control pin slides from the fixed end towards the free end during the engagement movement of the coupling pawl on the spring arm.
  • the design of the first control contour as a spring arm and the proposed arrangement thereof makes it possible for the control pin and the coupling pawl to be able to carry out slight radial movements to the first control contour during the engagement movement. This can prevent the movement from being inhibited due to shape inaccuracies or different friction forces.
  • the spring arm is aligned so that the free resilient end extends from the fixed end in the circumferential direction in the direction of rotation of the drive wheel during the drive movement.
  • a second control contour for controlling the disengagement movement of the clutch pawl is provided on the control element. Due to the second control contour, the out-of-engagement movement of the clutch pawl is independent in its course due to the individual shape of the second control contour. controlled depending on the engagement movement of the clutch pawl.
  • a second control pin can preferably be provided on the clutch pawl, with which it slides on the second control contour during the disengagement movement.
  • a blocking contour is provided on the control element, which forms a stop for the coupling pawl in the engaged position.
  • the end position of the coupling pawl is defined by the blocking contour after the engagement movement has been completed. Furthermore, this limits any further differential movement of the control contour to the clutch pawl.
  • the blocking contour has a first blocking surface oriented in the radial direction and a second blocking surface oriented in the circumferential direction, the first blocking surface forming the stop, and the coupling pawl being pushed radially outwards during a rotational movement of the toothing in the winding direction of the seat belt, and that Control element is forced into a relative movement by the pressure force exerted by the first control pin on the spring arm, during which the second control pin slides from the first blocking surface onto the second blocking surface, the second blocking surface pressing the coupling pawl into the belt reel-fixed toothing against a radially inward pivoting movement blocked.
  • a force transmission surface extending in the radial direction is provided on the drive wheel, which is arranged in such a way that the clutch pawl comes into contact with an end-side contact surface due to the engagement movement in the toothing, and the drive wheel moves the clutch pawl into the engagement position Belt reel-fixed toothing for transmitting the rotational movement to the belt reel via the force transmission surface while exerting a compressive force in the circumferential direction of the drive wheel.
  • the drive force is transferred more immediately and therefore more directly from the drive wheel to the clutch pawl and the belt reel by the force transmission surface provided on the drive wheel, which extends in the radial direction, and the clutch pawl drive implemented via this, which is transferred to the belt reel by the clutch pawl engaging in the toothing that is in a rotationally fixed connection with the belt reel.
  • the bearing forces of the clutch pawl on the drive wheel in the swivel joint that have to be absorbed are simultaneously reduced by dividing the bearing forces between the swivel joint and the force transmission surface that extends in the radial direction.
  • the drive torque can even be transmitted without any bearing load on the clutch pawl, by arranging the swivel joint in such a way that it is located outside the force transmission path from the force transmission surface via the clutch pawl into the toothing that is fixed to the belt reel.
  • the force transmission surface has an inclination in the radial direction to the axis of rotation of the drive wheel that is the same as the teeth of the belt reel-fixed toothing. Due to the proposed alignment of the force transmission surface in relation to the alignment of the teeth of the belt reel-fixed toothing, the teeth form a reaction surface that is aligned in the same direction for transmitting the forces, so that the force vectors are also aligned when transmitting power from the drive wheel to the clutch pawl and from the clutch pawl to the toothing fixed to the belt reel. In this way, the force transmission conditions can be optimized, particularly with regard to slipping of the force transmission surfaces, which should be avoided as much as possible.
  • the force transmission surface is arranged in such a way that the coupling pawl resting thereon is arranged without contact with the first control contour. This means that the first control contour is not loaded while the belt reel is being driven during reversible belt tensioning. This also ensures that the power transmission takes place solely via the power transmission surfaces of the drive wheel, the front contact surface of the clutch pawl and the storage of the clutch pawl in the swivel joint.
  • the coupling pawl is pivotally mounted in a pivot bearing which is arranged at the end of the coupling pawl which is further away from the front contact surface. During a pivoting movement, the coupling pawl pivots radially inwards with the front contact surface and comes into contact with the contact surface on the force transmission surface of the drive wheel. Due to the intended arrangement of the pivot bearing, the coupling pawl performs the greatest possible pivoting path with its contact surface.
  • At least one first tooth is provided on the coupling pawl, with which the coupling pawl engages in the toothing fixed to the belt reel in the engaged position.
  • the coupling pawl thus has a contour which is adapted to the toothing fixed to the belt reel, with the toothing geometry of the first tooth on at least one tooth flank corresponding to the tooth flanks of the toothing fixed to the belt reel.
  • the end face of the tooth facing the belt reel-fixed toothing is aligned in such a way that the angle between the end face of the tooth and the radially outwardly directed end faces of the teeth of the toothing is less than 30 degrees. Due to the proposed alignment of the end face of the tooth to the end faces of the teeth of the belt reel-fixed toothing, the tooth slides off the tooth of the belt reel-fixed toothing in a tooth-on-tooth case with very low pressure forces without jamming itself.
  • At least one second tooth is provided, and the first or second tooth is formed into an enlarged fang tooth, with which the coupling pawl first comes into engagement with the toothing fixed to the belt reel during the engagement movement.
  • the enlarged fang tooth first comes into engagement with the toothing fixed to the belt reel and thereby causes the coupling pawl to be pre-aligned with the toothing fixed to the belt reel, so that the further tooth then steers into the toothing fixed to the belt reel in a defined orientation, without itself causing a tooth-to-tooth fall To block.
  • the fang tooth is preferably formed by the first tooth, which adjoins the front contact surface.
  • the coupling pawl is then pulled into the toothing fixed to the belt reel starting from the end facing the front contact surface.
  • This is particularly advantageous if the coupling pawl is mounted at the remote end in a pivot bearing, since the fang tooth or the first tooth thereby improves its ability to engage first in the toothing fixed to the belt reel and thereby performs the largest pivoting path. Due to the fact that the fang in the form of the first tooth performs the largest pivoting path, it is particularly easy to ensure that the fang first engages with the teeth fixed to the belt reel arrives and the coupling pawl is aligned accordingly.
  • the coupling pawl has a curved arc shape and is arranged such that the curved shorter side faces the toothing fixed to the belt reel.
  • the curved coupling pawl thus encompasses the toothing fixed to the belt reel and forms a force transmission surface with its curved shorter or inner side.
  • the inner force transmission surface can be provided with one or more teeth, for example.
  • Fig. 1 a belt retractor according to the invention with a reversible belt tensioner
  • FIG. 2 shows a drive wheel with a tensioner clutch and a housing part for transmitting the rotational movement of the reversible belt tensioner
  • Fig. 3 the drive wheel, the clutch pawl and the belt reel-fixed toothing during the engagement movement;
  • Fig. 4 the drive wheel, the clutch pawl and the belt reel-fixed toothing in the disengaged position
  • Fig. 5 the drive wheel, the clutch pawl and the belt reel-fixed toothing in the engaged position
  • Fig. 6 the drive wheel, the clutch pawl and the belt reel-fixed toothing in the position of the first contact tes during the engagement movement;
  • Fig. 7 the drive wheel, the clutch pawl and the belt reel-fixed toothing in a tooth-on-tooth position of the first tooth during the engagement movement;
  • Fig. 8 the drive wheel, the clutch pawl and the toothing fixed to the belt reel in a tooth-on-tooth position of the first tooth during the engagement movement in an enlarged view;
  • Fig. 9 the drive wheel, the clutch pawl and the belt reel-fixed toothing in different positions during the activation of an irreversible belt tensioner.
  • the winding unit 4 comprises, as basic components, a belt reel 5 rotatably mounted in a frame 6 with an axial extension 8 and an irreversible pyrotechnic belt tensioner 7 or power tensioner.
  • the reversible belt tensioner 3 is activated in pre-accident situations and is used to tighten the seat belt in preparation for a possible accident.
  • the seat belt is tightened with a tensile force of 100 to 800 N, whereby the tightening force can be selected at different levels according to the vehicle manufacturer's specifications or can also be designed in a graduated manner with an increase in the tightening force depending on various pre-accident-specific criteria.
  • the irreversible belt tensioner 7 is only activated when the accident can no longer be avoided or when it has just started, and causes a greater increase in the tension force in the seat belt of 400 compared to the increase in traction force when the reversible belt tensioner 3 is activated up to 2000 N. Accordingly, when the irreversible belt tensioner 7 is activated, the belt reel 5 is driven with a significantly greater torque and a higher rotational acceleration than when the reversible belt tensioner 3 is activated.
  • the reversible belt tensioner 3 comprises an electric motor and a gear housing with a gear mounted therein, which transmits the drive rotational movement of the electric motor to the drive wheel 20.
  • a toothed ring 23 which can be seen in FIG. 2, is held in rotation on the extension 8 of the belt reel 5.
  • the toothed ring 23 has a radially outer toothing, which forms a toothing 231 fixed to the belt reel in the fastened position of the toothed ring 23 on the extension 8.
  • a housing part 25 which can be seen in FIG. 2, is provided on the gear housing of the reversible belt tensioner 3, in which the drive wheel 20 is rotatably mounted.
  • the housing part 25 has an annular axial extension 251, which passes through a central bearing opening in the drive wheel 20.
  • a control element 22 with an annular spring 221 and a plate element 222 fixed via the annular spring 221 is provided, which is frictionally fixed to the axial extension 251 with the annular spring 221.
  • a coupling pawl 21 is provided, which is shaped like an arc and has a bearing pin 21 1 projecting on both sides at one of its ends.
  • annular cover disk 24 with a bearing opening 241 is provided, in which the coupling pawl 21 is mounted on one side with the bearing pin 21 1 is, while the bearing pin 21 1 engages with its other side in a bearing opening of the drive wheel 20 that cannot be seen.
  • the clutch pawl 21 is mounted on both sides in the drive wheel 20 and on the cover disk 24.
  • the toothing ring 23 and the coupling pawl 21 are arranged in such a way that the coupling pawl 21 with the radially inner shorter side 219 faces the belt reel-fixed toothing 231 and includes it, as can be seen in Figures 3 and 4.
  • the clutch pawl 21 has a toothing on its shorter inner side 219, which is formed by a first tooth 214, a second tooth 215 and a third tooth 216.
  • the teeth 214, 215 and 216 of the coupling pawl 21 thus face the toothing 231 fixed to the belt reel.
  • the coupling pawl 21 has, at its end remote from the bearing pin 21 1 and facing the first tooth 214, an end-side contact surface 217, which lies opposite a force transmission surface 201 of the drive wheel 20.
  • a first control contour 223 and a second control contour 224 are provided on the plate part 222 of the control element 22, as can be seen in FIGS. 3 and 4.
  • the first control contour 223 is realized by a radially inner edge side of a curved spring arm 228 fixed at one end to the plate part 222.
  • the second control contour 224 is formed by a curved upper edge side of a projection projecting axially from the plate part 222.
  • an axially projecting blocking contour 225 with a first radially oriented blocking surface 226 and a second circumferentially oriented blocking surface 227 is provided on the plate part 222, as can be seen in FIG.
  • the clutch pawl 21 is provided with a first axially projecting control pin 212 and a second axially projecting control pin 213, which axially protrude from the side of the clutch pawl 21, which in the mounted position corresponds to the plate part 222 the control element 22 faces.
  • the plate part 222 of the control element 22 is aligned so that the side with the two control contours 223 and 224 faces the side of the clutch pawl 21 on which the control pins 212 and 213 are arranged.
  • the clutch pawl 21 is enlarged and can be seen in various positions during the engagement movement in the toothing 231 of the toothed ring 23 which is fixed to the belt spool.
  • the first tooth 214 is enlarged and shaped and aligned such that it first engages in the toothing 231 which is fixed to the belt spool during the engagement movement.
  • the first tooth 214 is the tooth which borders on the front contact surface 217 of the clutch pawl 21 and is therefore the frontmost tooth of the clutch pawl 21.
  • the first tooth 214 is therefore arranged at the end of the clutch pawl 21 which is further away from the bearing pin 211 and, during the pivoting movement of the clutch pawl 21, executes the greatest pivoting path compared to the other teeth 215 and 216.
  • the clutch pawl 21 first engages with the first tooth 214 in the toothing 231 fixed to the belt reel, whereby the clutch pawl 21 is pre-aligned in relation to the toothing 231 fixed to the belt reel.
  • the first tooth 214 thus acts as a catch tooth.
  • the clutch pawl 21 Due to the pre-alignment of the clutch pawl 21, it then engages with the other teeth 215 and 216 in the toothing 231 fixed to the belt reel, without the engagement movement being blocked by a tooth-on-tooth fall of the other teeth 215 and 216 on the toothing 231 fixed to the belt reel.
  • the coupling pawl 21 hits the radially outer end face of a tooth of the toothing 231 fixed to the belt reel during the engagement movement in the toothing 231 fixed to the belt reel with its first tooth 214 in a tooth-on-tooth case that can be seen in FIG. 7, the engagement movement is briefly disturbed. Because of Due to the enlarged design of the first tooth 214 as a fang, the other teeth 215 and 216 are deliberately not yet in contact with the toothing 231 fixed to the belt reel, so that the tooth-on-tooth case is deliberately limited to only contact with the first tooth 214 .
  • the first tooth 214 is shaped on its radially inner face in such a way that the face of the first tooth 214 encloses an angle W of less than 30 degrees in the circumferential direction with the face of the adjacent tooth of the toothing 231 fixed to the belt reel.
  • the first tooth 214 thus slides off the face of the tooth of the toothing 231 fixed to the belt reel without blocking the movement. After the first tooth 214 slides off, it then engages in the subsequent gap to the next tooth of the toothing 231 fixed to the belt reel, and the engagement movement of the clutch pawl 21 is completed.
  • the coupling pawl 21 can be seen in the swung out disengaged position. Starting from this position, the engagement movement of the clutch pawl 21 is triggered by driving the drive wheel 20 in the direction of arrow S in FIG. Due to the drive movement of the drive wheel 20, the clutch pawl 21 is also rotated in the direction of arrow S. The coupling pawl 21 with the first control pin 212 comes into contact with a radially obliquely inwardly directed control section 2232 of the first control contour 223, on which the first control pin 212 of the coupling pawl 21 then slides during the further rotational movement.
  • the clutch pawl 21 To complete the engagement movement of the clutch pawl 21, it is then moved further by the drive wheel 20 over the force transmission surface 201 relative to the toothed ring 23 and the plate part 222 in the direction of the arrow S until it comes into contact with the second control pin 213 on the first blocking surface 226 of the blocking contour 225 .
  • the first blocking contour 225 thus forms a stop with the first blocking surface 226 for the movement of the clutch pawl 21.
  • the clutch pawl 21 reaches a position with the first control pin 212 in which the first control pin 212 radially inwards to a blocking section 2231 of the first control contour 223 is arranged.
  • the force transmission surface 201 of the drive wheel 20 is inclined radially obliquely outwards and includes an angle E1 of approximately 15 to 30 degrees to the radial direction opposite to the drive direction of the drive wheel 20 in the direction of arrow S.
  • the front contact surface 217 of the clutch pawl 21 is aligned so that in the engaged position of the clutch pawl it is aligned at an identical angle E1 to the radial direction and lies flat against the force transmission surface 201 of the drive wheel 20.
  • the tooth flanks of the teeth of the belt reel-fixed toothing 231 and the opposite tooth flanks of the teeth 214, 215 and 216 of the coupling pawl 21 in the engaged position are aligned in the same direction as the angle E1 of the force transmission surface and also form an angle E2 to E4 of approximately 15 to 30 degrees opposite Drive direction of the drive wheel 20 in the direction of arrow S, so that the force vectors F1 to F4 on the force transmission surface 201 on the front contact surface 217 and from the teeth of the belt reel-fixed toothing 231 on the teeth 214, 215 and 216 are directed radially outwards.
  • the angles E1 to E4 do not have to be identical.
  • the force transmission surface 201 is part of a dimensionally stable contour of the drive wheel 20 and thus forms a dimensionally stable abutment for the clutch pawl 21 in the adjacent position of FIG.
  • the driving force is thus transmitted from the drive wheel 20 via the clutch pawl 21 directly to the toothing 231 of the toothed ring 23 fixed to the belt reel and further to the belt reel 5.
  • the bearing forces FL to be absorbed in the mounting of the coupling pawl 21 via the bearing pin 21 1 can be reduced.
  • the clutch pawl 21 is pulled onto the teeth 231 and thereby aligns the drive wheel 20 to such an extent that the bearing forces in the bearing of the drive wheel 20 are reduced to zero.
  • the mounting of the coupling pawl 21 on the bearing pin 21 1 is arranged at the end remote from the front contact surface 217, so that the coupling pawl 21 initiates the torque exerted by the force transmission surface 201 into the toothing 231 fixed to the belt reel, without this
  • the bearing of the clutch pawl 21 is loaded because it is not in the power transmission path Power transmission surface 201 is located via the contact surface 217 to the toothing 231 fixed to the belt reel.
  • the reversible belt tightening is also ended and the tensile force in the seat belt is reduced again.
  • the drive wheel 20 is briefly driven against the drive direction in the direction of arrow A in FIG is.
  • the coupling pawl 21 with the second control pin 213 comes into contact with the second control contour 224.
  • the second control contour 224 is curved and directed radially outwards, so that the coupling pawl 21 slides off it during the further rotational movement of the drive wheel 20 in the direction of arrow A and radially is pulled outside until it is again arranged in the disengaged position, which can be seen in Figure 4.
  • the irreversible belt tensioner 7 is activated and the belt shaft 5, together with the toothed ring 23 and the belt reel-fixed toothing 231, is suddenly driven in the winding direction, which is shown in the left-hand illustration in FIG. 9 by the arrow direction S is.
  • the clutch pawl 21 is still in the engaged position, which corresponds to the position of the clutch pawl 21 in FIG.
  • the coupling pawl 21 is pushed radially outward by sliding of the teeth of the toothing 231 fixed to the belt reel on the teeth 214, 215 and 216, the first control pin 212 displacing the spring arm 228 radially outwards and the second control pin 213 radially on the outside of the first blocking surface 226 of the blocking contour 225. is moved, as can be seen in the middle representation of Figure 9. Due to the deformation of the spring arm 228, a circumferential force is exerted on the plate element 222 of the control element 22, which moves the plate element 222 in the direction of arrow R as soon as the second control pin 213 no longer rests laterally on the first blocking surface 226.
  • the plate element 222 moves with the second blocking surface 227 of the blocking contour 225 into a position that supports the second control pin 213 radially on the inside. Furthermore, the first control pin 212 overcomes the spring arm 228, so that it springs back and blocks the first control pin 212 against a backward movement, as can be seen in the right-hand illustration of FIG. Subsequently, the coupling connection between the reversible belt tensioner 3 and the belt reel 5 is canceled, and the irreversible belt tensioner 7 can drive the belt reel 5 without interference from the reversible belt tensioner 3.
  • the spring arm 228 is aligned so that the free resilient end extends from the fixed end in the circumferential direction and in the direction of rotation of the drive wheel 20 during the drive movement. On the one hand, this allows the radial spring movements to be made possible, so that manufacturing inaccuracies can be compensated for. In addition, due to the direction of the spring arm 228 in the direction of the drive movement of the drive wheel 20, the movement of the plate element 222 in the direction of arrow R, i.e. against the direction of rotation of the drive wheel 20, is forced during the drive movement.
  • the coupling pawl 21 is subsequently irreversibly blocked against a backward pivoting movement into the engaged position, but this is not detrimental to the function of the belt retractor since it has to be replaced anyway after the irreversible belt tensioner 7 has been activated.

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

Abstract

L'invention se rapporte à un enrouleur de ceinture (1) pour un dispositif de ceinture de sécurité d'un véhicule automobile, comprenant une bobine de ceinture montée en rotation (5), sur laquelle une ceinture de sécurité du dispositif de ceinture de sécurité peut être enroulée, et un tendeur de ceinture réversible avec une roue d'entraînement (20), qui, lors de l'activation, entraîne la bobine de ceinture (5) dans une direction d'enroulement par l'intermédiaire de la roue d'entraînement (20), et présentant un accouplement de tendeur commandé de force transmettant le mouvement d'entraînement de la roue d'entraînement (20) à la bobine de ceinture (5), présentant au moins un cliquet d'accouplement (21), qui est monté sur la roue d'entraînement (20) et est mobile en prise et hors prise avec une denture (231) fixée sur la bobine de ceinture, afin de créer et libérer une liaison rotative de la roue d'entraînement (20), et présentant un élément de commande (22) avec un premier contour de commande (223) destiné à commander le mouvement de mise en prise du cliquet d'accouplement (21) dans la denture (231) fixée sur la bobine de ceinture, une première broche de commande (212) étant disposée sur le cliquet d'accouplement (21), avec laquelle ledit cliquet d'accouplement coulisse sur le premier contour de commande (223) pendant le mouvement de mise en prise, et le premier contour de commande (223) présentant une partie de blocage (2231) orientée dans la direction circonférentielle, et la première broche de commande (212) étant agencée sur le cliquet d'accouplement (21) de telle manière qu'elle est agencée radialement à l'intérieur par rapport à la partie de blocage (2231) dans la position de mise en prise du cliquet d'accouplement (21).
PCT/EP2023/075562 2022-09-19 2023-09-18 Enrouleur de ceinture pour un dispositif de ceinture de sécurité d'un véhicule automobile WO2024061787A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022123955.1 2022-09-19
DE102022123955.1A DE102022123955A1 (de) 2022-09-19 2022-09-19 Gurtaufroller für eine Sicherheitsgurteinrichtung eines Kraftfahrzeuges

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WO2024061787A1 true WO2024061787A1 (fr) 2024-03-28

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PCT/EP2023/075562 WO2024061787A1 (fr) 2022-09-19 2023-09-18 Enrouleur de ceinture pour un dispositif de ceinture de sécurité d'un véhicule automobile

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DE10059227C1 (de) 2000-11-29 2002-03-14 Autoliv Dev Gurtstraffer mit weich ansteuerbarer Strafferkupplung
EP1731388B1 (fr) * 2004-04-01 2010-10-27 Kabushiki Kaisha Tokai-Rika-Denki-Seisakusho Enrouleuse de sangles
US8752781B2 (en) * 2008-10-21 2014-06-17 Autoliv Development Ab Seat belt retractor with deactivatable locking system
DE102014009038B4 (de) 2014-06-24 2017-08-31 Trw Automotive Gmbh Kupplung für einen Gurtstraffer
EP3254911B1 (fr) * 2016-06-10 2019-04-10 TRW Automotive GmbH Embrayage pour un tendeur de ceinture de sécurité et procédé pour transférer l'embrayage dans des positions différentes
DE102018116126A1 (de) * 2018-07-04 2020-01-09 Autoliv Development Ab Gurtaufroller für eine Sicherheitsgurteinrichtung eines Kraftfahrzeuges

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DE102019203356B4 (de) 2019-03-12 2021-05-12 Autoliv Development Ab Reversibler Gurtstraffer für einen Sicherheitsgurt

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10059227C1 (de) 2000-11-29 2002-03-14 Autoliv Dev Gurtstraffer mit weich ansteuerbarer Strafferkupplung
EP1731388B1 (fr) * 2004-04-01 2010-10-27 Kabushiki Kaisha Tokai-Rika-Denki-Seisakusho Enrouleuse de sangles
US8752781B2 (en) * 2008-10-21 2014-06-17 Autoliv Development Ab Seat belt retractor with deactivatable locking system
DE102014009038B4 (de) 2014-06-24 2017-08-31 Trw Automotive Gmbh Kupplung für einen Gurtstraffer
EP3254911B1 (fr) * 2016-06-10 2019-04-10 TRW Automotive GmbH Embrayage pour un tendeur de ceinture de sécurité et procédé pour transférer l'embrayage dans des positions différentes
DE102018116126A1 (de) * 2018-07-04 2020-01-09 Autoliv Development Ab Gurtaufroller für eine Sicherheitsgurteinrichtung eines Kraftfahrzeuges

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