Test bench and test device for testing a seat belt system and / or for testing components of a seat belt system, and method for operating a test bench

Abstract

The present invention describes a test bench (10) for testing a seat belt system and / or a component of a seat belt system. The test bench (10) comprises a test bench base (12), a holding unit (18) for mounting the seat belt system to be tested and / or the component to be tested of the seat belt system, an impact unit (16) configured to apply a load to the seat belt system to be tested, and a linear drive unit (20). The present invention further provides a test device comprising such a test bench (10). In addition, the present invention provides a method for operating such a test bench (10).

Description

[0001] The present invention relates to a test bench for testing a seat belt system and / or a component of a seat belt system. The test bench comprises a test bench base and a holding unit for arranging the seat belt system to be tested and / or the component to be tested of the seat belt system.

[0002] The invention further relates to a test device for testing a seat belt system and / or for testing components of a seat belt system, comprising such a test bench.Accordingly, a seat belt system comprising a webbing is fastened to a retaining unit.

[0003] Furthermore, the invention relates to a method for operating such a test bench, wherein a seat belt system comprising a webbing is fastened to a holding unit.

[0004] Test benches of this type, test devices suitable for implementation with said test benches, and methods for operating a test bench are known from the prior art.

[0005] They are used to simulate as realistically as possible the loads acting on the seat belt system and its components during operation. Test benches are typically designed so that the seat belt system can be tested in different configurations corresponding to the different mounting locations of the seat belt system in the vehicle (e.g., in the B-pillar, in the backrest). Furthermore, it is typically desired that the tested seat belt system can be tested under different load scenarios. At the same time, the test bench is designed to have a compact design. This is particularly useful for the floor space required for the test bench.

[0006] It is understood that the aforementioned requirements for test benches are contradictory. Specifically, the conflicting objectives are that test benches that can implement multiple layout variants and / or load scenarios generally require a large amount of space. On the other hand, conventional test benches of compact design only allow for the implementation of a few layout variants, specifically only one layout variant and / or only one load scenario.

[0007] The object of the present invention is therefore to eliminate or at least alleviate the aforementioned conflict of objectives. Accordingly, in particular, a test bench is provided which is universally applicable to the arrangement variants and load scenarios to be realized and which at the same time has a compact design.

[0008] This object is achieved by a test bench of the type mentioned at the outset, which includes an impact unit configured to apply dynamic loads to the seat belt system to be tested and, in doing so, to account for the seat belt system's reactions, particularly its interactions with elasticity and inertia, via the impact unit. Overall, such a test bench facilitates a more realistic accounting of the actual interactions of the individual components of a seat belt system. In the test bench's operating state, the impact unit is supported for substantially horizontal movement on a test bench base via linear guides. Furthermore, the test bench includes a controlled linear drive unit, which includes a drive interface. Accordingly, the holding unit can optionally be fixed relative to the test bench base or rigidly connected to the linear drive unit via the drive interface. The impact unit is rigidly connected to the linear drive unit via the drive interface. Thus, the impact unit is always supported on the test bench base via the linear guide. Alternatively, the impact unit can be rigidly connected to the linear drive unit via the drive interface or disconnected from the linear drive unit. In the latter case, the impact unit is substantially freely displaceable along the linear guide. The holding unit can be fixed relative to the test bench base or connected to the linear drive unit via the drive interface. The aforementioned connection options yield a large number of load scenarios that can be implemented using the test bench. The largely freely programmable linear drive units also contribute to this. This means that the linear drive units are configured to follow any distance, velocity, and / or acceleration profile in a controlled manner. Specifically, they track crash pulses known from vehicle collisions. Under normal circumstances, the acceleration over time is not constant or uniform. Furthermore, the seat belt system to be tested and / or the components of the seat belt system to be tested can be arranged at the holding unit in almost any manner. In other words, the test bench is configured to implement almost any arrangement variant of the seat belt system. This generally results in a universal test bench with regard to load scenarios and arrangement variants. Since the linear drive units are generally compact, the test bench also generally has a compact design.

[0009] The holding unit can be designed as a single part or as several parts. In the latter case, for example, two parts of the holding unit can be positioned at different spatial locations. The multi-part design thus offers further configuration options for simulating additional arrangement variations of the seat belt system on the holding unit.

[0010] Preferably, the impact unit includes a test mass. A test mass is understood to be a mass that, on the one hand, acts indirectly or directly on the seat belt system or component to be tested, and, on the other hand, is dimensioned such that the impact of the test mass generates the desired test load. By selecting test masses of different sizes, different load scenarios can be achieved.

[0011] In this context, the impact unit can have a base to which mass elements can be fastened in a modular manner to obtain the desired test mass. Alternatively, the mass of the impact unit itself can be used as the test mass. In other words, the test mass can be integrated into the impact unit. In this variant, the test mass can also be modified by attaching additional mass elements to the impact unit.

[0012] In one embodiment, the linear drive unit comprises an electric drive system. This type of linear drive unit is commonly referred to as an electric linear axis. The electric drive system may comprise an electric linear motor. It is also possible for the drive system to comprise a rotary electric motor, with the rotary output motion being converted into linear motion via a transmission device, such as a spindle drive. These linear drive units have a compact design. Furthermore, they can be easily controlled, making it easy to achieve the aforementioned distance, speed, and / or acceleration profiles.

[0013] As an alternative, linear drive units include hydraulic drive systems. These drive systems also have a compact design and are easy to control.

[0014] At least one wrapping element can be fastened to the holding unit and / or the impact unit, each wrapping element comprising at least one wrapping surface for frictional interaction with the webbing. Accordingly, the wrapping element has a substantially cylindrical or partially cylindrical design, for example, the cylindrical outer surface or a part thereof forms the wrapping surface. The wrapping element thus serves to simulate the frictional contacts of the webbing on the test bench. In practice, these contacts occur, for example, in the interaction of the webbing with the deflector and the seat belt tongue, but also with the vehicle occupant and / or vehicle components such as the seat. The number and position of the wrapping elements can be adjusted in any manner on both the holding unit and the impact unit. Thus, any actual operating situation of the webbing can be simulated on the test bench in a simple manner with the aid of the wrapping elements.

[0015] Alternatively or additionally, the holding unit and / or the impact unit have fastening interfaces, each of which is configured to fasten the webbing and / or the belt retractor. In other words, at least one end of the webbing is fastened directly to the holding unit or the impact unit, or is fastened to the holding unit and, accordingly, to the impact unit via the belt retractor. The relative positions of the webbing ends and the corresponding belt retractors can be selected essentially freely on the holding unit and the impact unit. Furthermore, in this way, any operating scenario of the seat belt system can be simulated in a simple manner using the test bench. By appropriately arranging the winding elements relative to one another, the kinematics between the linearly guided impact unit and the webbing retractor can also be additionally influenced and thus adjusted to specific load situations.

[0016] Preferably, in this context, local reinforcement elements are provided at the locations where the webbing is fastened to the holding unit and / or the impact unit. The reinforcement elements are placed between the webbing end or the corresponding webbing retractor and the holding unit or the corresponding impact unit. In this way, the holding unit and the impact unit can be designed to be lightweight overall. The local reinforcement elements only help to strengthen their structure locally where they are needed to absorb the reaction forces. Weight can be reduced by appropriately removing local connection elements at other possible connection points that are not used in the considered test device. As a result, the holding unit and / or the impact unit can be moved highly dynamically while the linear drive unit is constant. This means that high accelerations and / or high speeds of the elements can be achieved within a short time.

[0017] Furthermore, the holding unit and / or the impact unit can include at least one deflection unit for deflecting the webbing. Such deflection units can be broadly divided into two variants. On the one hand, a deflection unit arranged on the test bench serves to simulate the deflection of the webbing in real operation. On the other hand, the deflection unit can be used, in particular, on and close to the impact unit to influence the kinematics between the linearly guided impact unit and the retracted webbing. By means of loops or clamped webbing laid in a defined manner (released when a defined tension in the webbing is exceeded), belt slack can be simulated between the deflection units. In real operation, the loose part of the webbing that is not close to the body of the vehicle occupant is understood as belt slack. The deflection unit can also be positioned on the holding unit and / or the impact unit as desired. Thus, and also in this respect, any configuration variant of the seat belt system can be implemented on the test bench.

[0018] Likewise, the holding unit and / or the impact unit and / or the webbing can be configured to include at least one sensor unit. In particular, the sensor unit comprises a force measuring unit, an acceleration measuring unit, a speed measuring unit and / or a distance measuring unit. The sensor unit can optionally be connected to the seat belt system and / or its components. Thus, sensor values ​​can be detected indirectly or directly by means of the sensor unit, whereby the loads applied by the test bench to the seat belt system or to its components can be characterized. Accordingly, the acceleration, speed and / or distance of the webbing can be measured relative to the holding unit, and also, for example, the acceleration, speed and / or distance of the impact unit can be measured relative to the test bench. The sensor unit can also be positioned essentially freely on the holding unit and / or the impact unit.

[0019] In one variant, the holding unit includes a load-bearing surface and the impact unit includes a load-bearing mating surface, so that when the load-bearing mating surface is adjacent to the load-bearing surface, the holding unit can carry the impact unit along the linear guide. Of course, the drive only works when the holding unit and the load-bearing surface are moved in the direction of the load-bearing mating surface. This allows for test scenarios in which the impact unit is initially driven by the holding unit and then the holding unit is removed from or separated from the impact unit. The impact unit can be provided with a test mass. This further increases the variety of possible test scenarios.

[0020] Advantageously, the drive interface includes a disconnect mechanism that allows the rigid, driving connection between the linear drive unit and the impact unit or the holding unit to be canceled even during movement. In particular, the impact unit can first be moved to a specific position, brought to a specific speed, and / or subjected to a specific acceleration by the linear drive unit. Thereafter, the impact unit is disconnected from the linear drive unit and moved along the linear guide in accordance with the inertial forces acting on the impact unit. This also serves to accommodate a variety of load scenarios.

[0021] According to one alternative, limit stops are provided for limiting the range of movement of the impact unit along the linear guide. In particular, the limit stops are provided with a damping unit. Specifically, two limit stops of this type are provided, by which the range of movement of the impact unit is limited on both sides. The impact unit can therefore only be displaced along the linear guide between the two limit stops. The situation in which the impact unit is undesirably released from the linear guide is excluded. This applies in particular when the impact unit comprises a test mass. In addition, the damping unit helps to decelerate the impact unit at the end of the relevant range of movement. In both variants, i.e. with and without the damping unit, the impact unit can be displaced at high speed and / or high acceleration throughout the entire relevant range of movement. As a result, the test bench can have a compact design, since, in particular, no exit area for the impact unit has to be provided.

[0022] The limit stop can be arranged relative to the holding unit in such a manner that it prevents the holding unit from being contacted by the impact unit. In other words, the limit stop is arranged along the linear guide between the impact unit and the holding unit. This prevents the impact unit from unintentionally acting on the holding unit and / or the seat belt system secured thereto. This contributes to reliable operation of the test bench.

[0023] Furthermore, this object is achieved by a test apparatus of the type described above, comprising a test bench according to the present invention. The impact unit is coupled to the holding unit via a webbing. For this purpose, one end of the webbing can be secured to the impact unit, while the opposite end can be secured to the holding unit. Alternatively, both ends can be secured to the holding unit, with the impact unit coupled to the holding unit solely via the webbing portion located between the two ends. In this manner, the test bench can simulate a variety of load scenarios.

[0024] Furthermore, the object is achieved by a method of the type described above, wherein a seat belt system comprising a webbing is fixed to a holding unit. In a first alternative, the holding unit is fixed relative to the test bench base and the impact unit applies a load to the webbing by contacting the webbing via a linear drive unit. In a second alternative, the holding unit is fixed relative to the test bench base and the impact unit is coupled to the holding unit via the webbing and is rigidly connected to the linear drive unit by a drive interface. Accordingly, the impact unit applies a load to the webbing by moving the impact unit using the linear drive unit. In a third alternative, the holding unit is drivingly connected to the linear drive unit and the impact unit is coupled to the holding unit via the webbing. In this case, the webbing is loaded by displacing the holding unit via the linear drive unit. In order to test the seat belt system and / or its components, a plurality of load scenarios are therefore provided.

[0025] Accordingly, the holding unit can also be fixed relative to the test bench base, and the impact unit can first be accelerated by the linear drive unit and then disconnected from the linear drive unit. This disconnection is completed before the impact unit comes into contact with the webbing and loads the webbing. When the impact unit comes into contact with the webbing, it is thus essentially free to move along the linear guide, i.e., disconnected from the linear drive unit. This loading of the webbing is very easy to implement.

[0026] In one variant of this method, the holding unit is rigidly connected to the linear drive unit, and the impact unit is coupled to the holding unit via a webbing. The holding unit is then initially moved toward the impact unit by the linear drive unit, simultaneously carrying the impact unit. Subsequently, the holding unit is decelerated by the linear drive unit or moved away from the impact unit, causing the webbing to be loaded. At the moment of loading the webbing, the holding unit and the impact unit thus move in opposite directions. In this way, particularly by moving the holding unit and the impact unit at particularly high relative speeds, particularly high loads can be introduced into the webbing within a small space. Furthermore, in this way, complex load scenarios resulting from the interaction of active safety devices (pre-safety devices) (e.g., seatbelt tensioners) and crashes can be simulated on the test bench.

[0027] In the following, the invention will be explained based on different embodiments shown in the accompanying drawings, in which:

[0028] - Figure 1 A test bench according to the invention is shown in a perspective view, wherein a holding unit is moved along the test bench.

[0029] - Figure 2 Shown include Figure 1 a test device of a test bench in a first configuration, wherein the holding unit is fixed,

[0030] - Figure 3 Shown include Figure 2 a test device of the test bench in a second configuration,

[0031] - Figure 4 Shown include Figure 2 a test device of the test bench in a third configuration,

[0032] - Figure 5 Shown include Figure 1 a test device of a test bench in a second configuration, wherein the holding unit is moved along the test bench and is directly coupled to the impact unit,

[0033] - Figures 6 to 13 Shown Figure 5 Detailed views of different alternatives of the fourth configuration of the test setup,

[0034] - Figures 14 to 16 Shown Figure 4 Detailed views of different alternatives of the third configuration of the test apparatus,

[0035] - Figure 17 Detailed view showing a local reinforcement element for securing the webbing end or seatbelt retractor,

[0036] - Figure 18 and Figure 19 Shown Figure 2 The first configuration and Figure 3 A detailed view of the different alternatives for the second configuration,

[0037] - Figure 20 The stereogram shows Figure 2 The first configuration and Figure 3 An alternative embodiment of a second configuration proposes a test bench according to the invention, and

[0038] - Figures 21 to 28 Shown including according to Figure 20 Detailed view of the different variants of the test setup of the test bench.

[0039] Figure 1A device for testing a seat belt system (not shown in detail) and / or for testing a seat belt system is shown. Figure 1 The test bench 10 also includes components not shown in detail.

[0040] The test bench 10 includes a test bench base 12 , which may also be referred to as a bed in the broadest sense and is stationary.

[0041] Linear guides 14 are provided on the lateral surfaces of the test bench base 12. In the illustrated embodiment, the linear guides include a first upper linear guide rail 14a, a second central linear guide rail 14b, and a third lower linear guide rail 14c. The impact unit 16 is guided by the linear guides 14a and 14b, and the holding unit 18 is guided by the linear guides 14a and 14c.

[0042] In the operating state of the test bench 10, ie when the test bench 10 is installed and operable, the linear guide 14 is used for horizontal guidance. Accordingly, the linear guide rails 14a, 14b and 14c extend substantially horizontally.

[0043] An impact unit 16 , which is configured to apply a load to the seat belt system to be tested and / or a component of the seat belt system to be tested, is coupled to the linear guide 14 .

[0044] The impact unit 16 is thus supported so as to be horizontally movable on the test bench base 12 .

[0045] The movement range of the impact unit 16 is limited by two limit stops 17a, 17b, each of which is equipped with a damping unit 17c, 17d. The impact unit 16 can therefore only move between the two limit stops 17a, 17b.

[0046] Furthermore, the impact unit 16 includes a test mass. This means that the impact unit 16 has a specific mass or is connected to such a mass for applying a load to the seat belt system and / or the component to be tested. Additional masses can be installed on the impact unit 16 if necessary.

[0047] Furthermore, a holding unit 18 is provided for holding the seat belt system to be tested and / or the component to be tested of the seat belt system. In other words, the seat belt system to be tested and / or the component to be tested of the seat belt system can be mounted to the holding unit 18.

[0048] In the illustrated embodiment, the test bench 10 further comprises a linear drive unit 20 integrated into the test bench base 12 .

[0049] The linear drive unit 20 comprises one or more electric linear motors which can be controlled in a substantially freely programmable manner and can thus track any distance, speed and / or acceleration profile.

[0050] The linear drive unit 20 further comprises a drive interface 22 which in the embodiment shown is a linearly movable slide. The design of the slide and the coupling is chosen such that both mass and moments are minimized.

[0051] Alternatively, the drive interface 22 may be drivingly rigidly connected to the holding unit 18 . Figure 1 Thus, the holding unit 18 is drivingly rigidly connected to the linear drive unit 20 and is consequently linearly movable by the linear drive unit 20 .

[0052] The drive interface 22 further comprises a disconnection mechanism 22 a adapted to release the drivingly rigid connection of the linear drive unit 20 and the impact unit 16 and / or the holding unit 18 when stationary and during movement.

[0053] As an alternative, the linear drive unit 20 can also be connected to the impact unit 16 in a drivingly rigid manner via the drive interface 22. Figure 1 This is not the case in the representation of , but this will be explained based on the following configuration of the test bench 10 .

[0054] Figure 2 A test device 24 for testing a seat belt system and / or for testing components of a seat belt system is shown according to a first configuration.

[0055] The testing device 24 includes Figure 1 test bench.

[0056] A seat belt system 26 is attached to the retaining unit 18 .

[0057] In the following example, the seatbelt system 26 constitutes the object being tested. It is understood that, alternatively, it could be a matter of testing only the individual components of the seatbelt system 26. In this case, the seatbelt system 26 is also attached to the retaining unit. However, the seatbelt system may not include components that do not need to be tested.

[0058] The seat belt system 26 includes a webbing 28 having a first end 28 a attached to the retaining unit 18 via a first attachment interface 30 a .

[0059] The second end 28b of the webbing 28 is connected to the holding unit 18 via a second attachment interface 30b.

[0060] Furthermore, a total of three wrapping elements 32a, 32b, 32c are provided on the holding unit 18. Each wrapping element 32a, 32b, 32c comprises a wrapping surface at its outer periphery, by means of which the webbing 28 is placed against the wrapping element 32a, 32b, 32c, so that the webbing interacts frictionally with the respective wrapping element 32a, 32b, 32c.

[0061] In the first configuration, the holding unit 18 is fixed relative to the test bench base 12 .

[0062] In the embodiment shown, for this purpose the holding unit 18 is attached to a positioning unit 34 which allows accurate and easy positioning of the holding unit 18 relative to the test bench base 12 via its plurality of fastening slots 36. For the sake of clarity, only some of the fastening slots 36 are provided with reference numerals.

[0063] Furthermore, the impact unit 16 is drivingly rigidly connected to the linear drive unit via a drive interface 22 .

[0064] The impact unit 16 further comprises a test mass which, in the embodiment shown, is realized by a substantially box-shaped mass element 16 a attached to the impact unit 16 .

[0065] The test device 24 can also be used according to Figure 3 The second configuration is designed as seen.

[0066] The test device 24 according to the second configuration differs from the test device 24 according to the first configuration only in that the impact unit 16 is connected to the drive interface 22 and is suitable for decoupling. For this purpose, a decoupling mechanism 22a is used.

[0067] For the rest, you can refer to the previous explanation.

[0068] Moreover, according to Figure 4 The test device 24 is designed according to the third configuration shown in FIG.

[0069] In doing so, only the differences from the first and second configurations will be discussed.

[0070] The second end 28b of the webbing 28 is now attached to the impact unit 16 via the second attachment interface 30b.

[0071] The first end 28a is secured to the holding unit 18 via the first attachment interface 30a at the same location in the first and second configurations.

[0072] Thus, the impact unit 16 is coupled to the holding unit 18 via the webbing 28 .

[0073] Furthermore, in this case, only two wrapping elements 32 a , 32 b are provided on the holding unit 18 .

[0074] Likewise, the impact unit 16 is drivingly rigidly connected to the linear drive unit 20 via the drive interface 22. A tensile load can thus be exerted on the webbing 28 via the impact unit 16.

[0075] In the third configuration, the mass element 16 a is not required. Therefore, the mass element is positioned at one end of the linear guide 14 at the greatest distance from the holding unit 18 .

[0076] The test device 24 can also adopt a fourth configuration. Figure 5 In this case, only the differences from the above configuration will be discussed.

[0077] As in accordance with Figure 4 In the third configuration, the webbing 28 is arranged on the holding unit 18 .

[0078] Additionally, the second end 28b of the webbing 28 is also attached to the impact unit 16 via a second attachment interface 30b.

[0079] Thus, in the fourth configuration, likewise, the impact unit 16 is coupled to the holding unit 18 via the webbing 28 .

[0080] In contrast to the third configuration, the impact unit 16 is in this case equipped with a mass element 16 a.

[0081] In this case, the holding unit 18 is drivingly rigidly connected to the linear drive unit 20 via a drive interface 22. The holding unit 18 can thus be linearly moved by the linear drive unit 20.

[0082] For this purpose, the holding unit 18 is guided in the horizontal direction by a further linear guide 14 c.

[0083] The impact unit 16 is therefore not directly connected to the drive interface 22 or the linear drive unit 20 .

[0084] according to Figures 2 to 5 The test device 24 is used to test a seat belt system 26 that is arranged to be mounted on a B-pillar of a vehicle.

[0085] Figures 6 to 13 Various alternatives for arranging the webbing 28 or more generally the seat belt system 26 on the retaining unit 18 and the impact unit 16 are shown.

[0086] exist Figures 6 to 13 In all the alternatives shown, the impact unit 16 is coupled to the holding unit 18 via a webbing 28 .

[0087] Therefore, these alternatives are Figure 5 An alternative to the fourth configuration.

[0088] Figure 6 A first alternative is shown in which the first end 28 a of the webbing 28 is connected to a seatbelt retractor 38 .

[0089] The seatbelt retractor 38 is fixed to the holding unit 18 via the first attachment interface 30 a.

[0090] As previously described, the second end 28 b of the webbing 28 is attached to the holding unit 18 via the second attachment interface 30 b .

[0091] Starting from the first end 28a, the webbing 28 first passes a deflection unit 40 which is attached to the holding unit 18 and which deflects the webbing.

[0092] Along the course of the webbing 28 , two wrapping elements 32 a , 32 b are connected to the webbing, which are also attached to the holding unit 18 .

[0093] Furthermore, two further wrapping elements 32 c , 32 d are provided on the impact unit 16 , which interact frictionally with the webbing 28 .

[0094] An additional wrapping element 32 e is likewise attached to the holding unit 18 .

[0095] In a first alternative, the impact unit 16 is therefore coupled to the holding unit 18 by providing wrapping elements 32 c , 32 d , around which the webbing 28 is laid on the holding unit 18 .

[0096] Furthermore, the deflection unit 40 is designed as a sensor unit 42 , which in the illustrated embodiment comprises a force measuring unit. Thus, the forces acting on the webbing 28 can be detected by the sensor unit 42 .

[0097] Figure 7 A second alternative is shown in .

[0098] and Figure 6 Compared to the first alternative, in this case the webbing 28 is guided only around a single wrapping element 32 a on the holding unit 18 .

[0099] The second alternative further differs from the first alternative in that the second end 28b of the webbing 28 is attached to the impact unit 16 via a second attachment interface 30b. At this location, a load sensor for measuring the webbing load can also be accommodated. For the rest, reference can be made to the previous explanation.

[0100] pass Figure 6 and Figure 7 The arrangement of the webbing 28 in the embodiment can simulate the load actually occurring in the webbing installed on the B-pillar of a vehicle.

[0101] Figure 8 A third alternative is presented.

[0102] This alternative corresponds to Figure 6 A first alternative for the attachment of the wrapping elements 32a to 32e and the second end 28b of the webbing 28 is shown.

[0103] In this case, however, the belt retractor 38 is positioned at a different location on the holding unit 18 .

[0104] This alternative is used to simulate the loads acting on the webbing 28 as they would occur on a rear seat in which the seatbelt retractor is integrated in the backrest.

[0105] Since the seatbelt retractor 38 in the third alternative is positioned above the attachment interface 30a, reference is also made to an upright arrangement of the seatbelt retractor 38 .

[0106] Figure 9 A fourth alternative is presented.

[0107] This alternative essentially constitutes Figure 7 The second alternative and Figure 8 A combination of the third alternative.

[0108] However, in this case, the webbing 28 is not deflected and does not contact any wrapping elements.

[0109] Instead, its first end 28 a is connected to the holding unit 18 via an upright arranged seatbelt retractor 38 .

[0110] As in accordance with Figure 7 In a second alternative, the second end 28 b is attached to the impact unit 16 .

[0111] according to Figure 9 The alternative to φ is also used to simulate the loads acting on the webbing 28 provided for a rear seat, in which the seat belt retractor is integrated in the backrest.

[0112] Figure 10 A fifth alternative is shown in .

[0113] This alternative constitutes a variant of the first alternative, in which the deflection unit 40 is designed differently.

[0114] In a fifth alternative, the deflection unit 40 is formed by a so-called D-ring which, in addition to the deflection, also applies a torsion to the webbing 28 .

[0115] Furthermore, compared to the first alternative, the seatbelt retractor 38 is arranged to rotate 90° about an axis corresponding to the webbing extension.

[0116] In a fifth alternative, the deflection unit 40 is not designed as a sensor unit.

[0117] Figure 11 A sixth alternative is shown.

[0118] This is Figure 7 A variant of the second alternative. Figure 7 The modifications compared to Figure 6 The first alternative is compared to Figure 10 Those modifications made to the fifth alternative.

[0119] Therefore, the deflection unit 40 is designed as a D-ring.

[0120] In addition, the seat belt retractor 38 and its Figure 7 The position in FIG is rotated 90° compared to the position in FIG and attached to the holding unit 18 .

[0121] Figure 12 A seventh alternative is shown in .

[0122] This alternative corresponds essentially to the Figure 8 In this case, only the seat belt retractor 38 is arranged below the attachment interface 30a. In this context, the suspension arrangement of the seat belt retractor 38 is also mentioned. For the rest, reference can be made to the description of the third alternative.

[0123] exist Figure 13 , an eighth alternative is presented.

[0124] This alternative corresponds essentially to Figure 9 A fourth alternative is provided, in which case only the seatbelt retractor 38 is arranged to be suspended.

[0125] For the rest, please refer to Figure 9 Description.

[0126] Thus, the seventh and eighth alternatives are also used to simulate the arrangement of webbing 28 typically found in the rear seat area.

[0127] Figures 14 to 16 Shown with Figure 4 The third configuration is related to the alternative.

[0128] exist Figure 14 , a first alternative is shown.

[0129] based on Figure 4As shown in FIG. 3 , in this alternative the first end 28 a of the webbing 28 is attached to the holding unit 18 via a seatbelt retractor 38 .

[0130] Furthermore, in this case, the deflection unit 40 is realized as a D-ring which, as already explained, imparts a certain degree of torsion to the webbing 28 .

[0131] As previously mentioned, the second end 28b of the webbing 28 is coupled to the impact unit 16 via the second attachment interface 30b, which in this case is also equipped with a mass element 16a.

[0132] The webbing 28 is additionally connected to a deflection unit 40a.

[0133] The deflection unit is used to simulate so-called belt slack, ie a section of the webbing 28 that is loose or not closely attached to the vehicle occupant in actual operation.

[0134] The arrangement of the seat belt system 26 corresponds to the arrangement on the B-pillar of the vehicle.

[0135] Figure 15 A second alternative is presented.

[0136] The first end 28a of the webbing 28 is likewise connected to a seatbelt retractor 38. The seatbelt retractor is mounted on the holding unit 18 in a so-called upright arrangement via a first attachment interface 30a.

[0137] and Figure 14 In contrast to the first alternative, the webbing 28 now interacts only with the deflection unit 40 a, which serves to simulate belt slack.

[0138] Seat belt system 26 Figure 15 The arrangement in corresponds to the arrangement in the backrest (eg of a rear seat).

[0139] Figure 16 A third alternative is shown in .

[0140] The holding unit 18 is shown in a very simplified manner.

[0141] Figure 17 Furthermore, a local reinforcement element 43 in the form of a connecting plate is shown. This local reinforcement element is installed between the seat belt retractor 38 and the retaining unit 18 (more precisely, the attachment interfaces 30a, 30b) in order to locally reinforce the retaining unit 18. Furthermore, since the connection surfaces to the retaining unit are standardized, individual adaptation to seat belt retractors with different accessories is thus possible.

[0142] In cases where such reinforcement is not needed or desired, the reinforcement element 43 may be omitted.

[0143] Figure 18 and Figure 19 Shown with Figure 2 The first configuration and Figure 3 A further alternative is associated with the second configuration.

[0144] Figure 18 A first alternative is shown.

[0145] This alternative is Figure 2 and Figure 3 The representation in is different in that the first end 28a of the webbing 28 is connected to a seatbelt retractor 38 which is connected to the holding unit 18 via a first attachment interface 30a.

[0146] As previously described, the second end 28 b of the webbing 28 is directly attached to the holding unit 18 via the second attachment interface 30 b .

[0147] Furthermore, the wrap-around element 32 a is replaced by a deflection unit 40 .

[0148] in addition, Figures 14 to 16 A deflection unit 40a known from conventional safety belts is arranged between the wrapping element 32c and the second end 28b to simulate belt slack.

[0149] Figure 18 The setup helps to simulate the loads placed on one of the B-pillars in a vehicle.

[0150] Figure 19 A second alternative is shown in .

[0151] This alternative is Figure 18 The alternative differs in that in this case the belt retractor 38 is positioned at a different location on the holding unit 18 .

[0152] Furthermore, the deflection unit 40 is no longer used in this case.

[0153] For the remainder, ie with respect to the attachment interface 30b, the wrapping elements 32b, 32c and the deflection unit 40a, Figure 19 The alternative corresponds to (and therefore can be referred to as) Figure 18 alternatives.

[0154] exist Figure 20 In FIG. 1 , a test bench 10 according to an alternative embodiment is shown. Figure 1 The embodiment of EMI14.1 differs in that the holding unit 18 is two-part and thus comprises a first part 18a and a second part 18b.

[0155] Both the first portion 18 a and the second portion 18 b are fixed relative to the test bench base 12 .

[0156] During the installation of the holding unit 18 , the distance between the first portion 18 a and the second portion 18 b may be adjusted.

[0157] Figures 21 to 28 Demonstrated use Figure 20 Different alternative test devices 24 of the test bench 10 .

[0158] For the sake of clarity, only the holding unit 18 , the impact unit 16 and the seat belt system 26 to be tested are shown in each case.

[0159] exist Figure 21 The first alternative can be seen in .

[0160] The first end 28a of the webbing 28 is connected to the first portion 18a via the seatbelt retractor 38 and the attachment interface 30a.

[0161] Furthermore, a deflection unit 40 is provided on the first part 18 a , which on the one hand deflects the webbing 28 and on the other hand serves as a sensor unit 42 which can detect forces.

[0162] The webbing is also laid around a wrapping element 32a provided on the second portion 18b.

[0163] Furthermore, two wrapping elements 32 b , 32 c are provided on the impact unit 16 , around which the webbing 28 is laid equally.

[0164] An additional wrapping element 32d is likewise provided on the second portion 18b.

[0165] The second end 28b of the webbing 28 is secured to the second portion 18b via a second attachment interface 30b.

[0166] Figure 22 A second alternative is shown in .

[0167] The first portion 18a is Figure 21 Designed in the same way as the first alternative.

[0168] In contrast thereto, however, in this case a single wrapping element 32 a is provided on the second portion 18 b.

[0169] Additionally, the second end 28b of the webbing 28 is now secured to the impact unit 16 via the second attachment interface 30b.

[0170] Figure 21 and Figure 22 An alternative to is used to test a seat belt system 26 that is actually used on the B-pillar of a vehicle.

[0171] Figure 23 Another third alternative is shown in .

[0172] This alternative is Figure 21 The first alternative differs only in the structure of the first portion 18a.

[0173] In this case, the seatbelt retractor 38 is connected to a different location of the first portion 18a.

[0174] In addition, the deflection unit 40 is not provided.

[0175] Figure 24 A fourth alternative is shown in .

[0176] This alternative essentially constitutes Figure 22 The second alternative and Figure 23 A combination of the third alternative.

[0177] The seatbelt retractor 38 is connected to the first portion 18a in an upright arrangement via the first attachment interface 30a.

[0178] The second end 28b of the webbing 28 is secured to the impact unit 16 via a second attachment interface 30b.

[0179] The second portion 18b has no function in this alternative.

[0180] pass Figure 23 and Figure 24 Alternatively, a seat belt system 26 integrated in the seat back can be tested, for example.

[0181] Figure 25 A fifth alternative is shown, which is similar to Figure 21 The first alternative differs in two respects.

[0182] On the one hand, the deflection unit 40 is designed as a so-called D-ring.

[0183] The sensor unit 42 is no longer provided.

[0184] Furthermore, the seat belt retractor 38 is rotated 90° and attached to the first portion 18a via the first attachment interface 30a. The 90° rotation is performed about an axis corresponding to the extension of the webbing 28.

[0185] For the remainder, the fifth alternative corresponds to Figure 21 The first alternative.

[0186] Figure 26 A sixth alternative is shown in .

[0187] This alternative corresponds largely to Figure 22 A second alternative, wherein this alternative is the same as Figure 21 Compared to the first alternative Figure 25 The fifth alternative is modified in the same way.

[0188] Therefore, with Figure 22 In contrast to the second alternative, the deflection unit 40 is designed as a D-ring.

[0189] Additionally, the seatbelt retractor 38 is rotated 90° and attached to the first portion 18a.

[0190] pass Figure 25 and Figure 26 Alternatively, the seat belt system 26 mounted on the vehicle's B-pillar can be tested.

[0191] Figure 27 The seventh alternative is shown in .

[0192] This alternative is Figure 23 The third alternative differs only in that in this case the belt retractor 38 is arranged suspended, ie suspended below the first attachment interface 30 a.

[0193] For the rest, please refer to Figure 23 Description of the third alternative.

[0194] Figure 28 An eighth alternative is presented.

[0195] This alternative is Figure 24 The fourth alternative differs only in that in this case the seatbelt retractor 38 is arranged below the first attachment interface 30a. The seatbelt retractor is therefore in a suspended position.

[0196] In the foregoing, a number of alternatives of the test bench 10 and, consequently, of the test device 24 were described, which differ in particular with regard to the arrangement of the seat belt system 26 and also with regard to the components coupled to the drive interface 22 .

[0197] The differences relate in particular to the position and design of the attachment interfaces 30a, 30b, the number and position of the wrapping elements 32a, 32b, 32c, 32d, 32e and the number and position of the deflection units 40, 40a.

[0198] It is understood that the test bench 10 is also suitable for implementing a test arrangement 24 combining aspects of individual elements or parts of the aforementioned alternatives.

[0199] The operation of the test bench 10 will be explained below.

[0200] A seat belt system 26 including webbing 28 is attached to the retaining unit 18 .

[0201] In this context, Figure 2 In the test device according to the first configuration, the impact unit 16 is in contact with the webbing 28 via the linear drive unit 20 .

[0202] The impact unit 16 thus causes a webbing load which constitutes the test load.

[0203] More specifically, the impact unit 16 moves onto the webbing 28 along a predetermined distance, velocity, and / or acceleration profile.

[0204] exist Figure 3 In the test device 24 according to the second configuration, the impact unit 16 is initially accelerated by the linear drive unit 20. This takes place, for example, until the impact unit 16 has reached a predetermined position, speed and / or acceleration.

[0205] After this, the impact unit 16 is decoupled from the linear drive unit 20 , more precisely from the drive interface 22 , by means of the decoupling mechanism 22 a .

[0206] Thus, the impact unit 16 slides along the linear guide 14 towards the webbing 28 without any drive connection and comes into contact with the webbing. In this way, the same test load is applied to the webbing.

[0207] Preferably, the decoupling is accomplished before the impact unit 16 comes into contact with the webbing 28 .

[0208] exist Figure 4 In the test device 24 according to the third configuration, the second end 28 b of the webbing 28 is connected to the impact unit 16 .

[0209] The impact unit 16 is in turn displaced by the linear drive unit 20 along a predetermined distance, velocity and / or acceleration profile and thereby introduces a load into the webbing.

[0210] In accordance with Figure 5 In the configuration of the test device, the holding unit 18 is drivingly rigidly coupled to the linear drive unit 20 via a drive interface 22 .

[0211] The impact unit 16 is coupled to the holding unit 18 only by the webbing 28 .

[0212] The impact unit 16 has no direct drivable connection to the drive interface 22 .

[0213] Basically two method variants are possible.

[0214] In a first method variant, the holding unit 18 is displaced by the linear drive unit 20 along a predetermined distance, speed and / or acceleration profile in the direction away from the impact unit 16. Simply put, the impact unit 16 is thus pulled behind the holding unit 18 by the webbing 28.

[0215] In this variant, the limit stop 17a is arranged so that at the Figure 5 The end shown on the left forms a region into which the holding unit 18 can move but into which the impact unit 16 cannot move. This is prevented by a limit stop 17a.

[0216] In other words, the limit stop 17a is therefore arranged relative to the holding unit 18 in such a way that it prevents the holding unit 18 from being unintentionally contacted by the impact unit 16. Consequently, a collision of the holding unit 18 with the impact unit 16 is suppressed.

[0217] In a second method variant, the holding unit 18 is first placed against the impact unit 16 .

[0218] For this purpose, a drive surface 44 is provided on the holding unit 18 and a drive counter-surface 46 is provided on the impact unit 16 .

[0219] The holding unit 18 is then displaced by the linear drive unit 20 toward the impact unit 16 , wherein the holding unit carries the impact unit 16 along the linear guide 14 .

[0220] Consequently, both the holding unit 18 and the impact unit 16 are displaced along a predetermined distance, speed and / or acceleration profile in the direction in which the holding unit 18 moves towards the impact unit 16 .

[0221] When a predetermined position, speed and / or acceleration is reached, the holding unit 18 decelerates or moves in a direction away from the impact unit 16. Thus, the holding unit then separates from the impact unit 16 along a predetermined distance, speed and / or acceleration profile.

[0222] In this way, the webbing 28 is loaded due to the relative speed occurring between the impact unit 16 and the holding unit 18 .

[0223] It is understood that when Figures 6 to 13 The above-described alternatives for the method for operating the test stand 10 can also be easily carried out when the test stand is arranged according to one of the alternatives shown in FIG.

[0224] In accordance with Figure 20 In the test bench 10, the holding unit 18 is fixed so that Figure 4 The description of the third configuration applies analogously.

Claims

1. A test bench (10) for testing a seat belt system (26) and / or for testing components of a seat belt system (26), the test bench comprising: Test bench base (12), A holding unit (18) for mounting a seat belt system (26) to be tested and / or a component of the seat belt system (26) to be tested, an impact unit (16) configured to apply a load to the seat belt system (26) to be tested and supported on the test bench base (12) so as to be movable substantially horizontally by a linear guide (14) in an operating state of the test bench (10), and A controlled linear drive unit (20), comprising a drive interface (22), wherein the holding unit (18) is fixed relative to the test bench base (12) or is rigidly connected to the linear drive unit (20) via the drive interface (22), and The impact unit (16) is drivably rigidly connected to the linear drive unit (20) via the drive interface (22).

2. The test bench (10) according to claim 1, characterized in that The impact unit (16) comprises a test mass.

3. The test bench (10) according to claim 1 or 2, characterized in that The linear drive unit (20) includes an electric drive system.

4. The test bench (10) according to claim 1 or 2, characterized in that At least one wrapping element (32a, 32b, 32c, 32d, 32e) is attached to the holding unit (18) and / or the impact unit (16), wherein each wrapping element (32a, 32b, 32c, 32d, 32e) comprises at least one wrapping surface for frictionally interacting with the webbing (28).

5. The test bench (10) according to claim 1 or 2, characterized in that The holding unit (18) and / or the impact unit (16) comprises an attachment interface (30a, 30b), wherein each attachment interface (30a, 30b) is configured to secure a webbing (28) and / or to secure a seatbelt retractor (38).

6. The test bench (10) according to claim 1 or 2, characterized in that The holding unit (18) and / or the impact unit (16) comprises at least one deflection unit (40, 40a) for deflecting the webbing (28).

7. The test bench (10) according to claim 1 or 2, characterized in that The holding unit (18) and / or the impact unit (16) comprises at least one sensor unit (42), wherein the sensor unit (42) comprises a force measuring unit, an acceleration measuring unit, a speed measuring unit and / or a distance measuring unit.

8. The test bench (10) according to claim 1 or 2, characterized in that The holding unit (18) comprises a drive surface (44) and the impact unit (16) comprises a drive mating surface (46), such that the holding unit (18) is capable of carrying the impact unit (16) along the linear guide (14) when the drive mating surface (46) is adjacent to the drive surface (44).

9. The test bench (10) according to claim 1 or 2, characterized in that The drive interface (22) comprises a disconnection mechanism (22a) so that the driving rigid connection of the linear drive unit (20) to the impact unit (16) or the holding unit (18) can be released even during movement.

10. The test bench (10) according to claim 1 or 2, characterized in that A limit stopper (17a, 17b) is provided for limiting the range of motion of the impact unit (16) along the linear guide (14), wherein the limit stopper (17a, 17b) is provided with a damping unit (17c, 17d).

11. The test bench (10) according to claim 10, characterized in that The limit stops (17a, 17b) are arranged relative to the holding unit (18) such that the limit stops prevent the holding unit (18) from being contacted by the impact unit (16).

12. A test device for testing a seat belt system (26) and / or for testing components of a seat belt system (26), the test device comprising a test bench (10) according to any one of claims 1 to 11, in, A seat belt system (26) including a webbing (28) is attached to the holding unit (18), and the impact unit (16) is coupled to the holding unit (18) via the webbing (28).

13. A method for operating a test bench (10) according to any one of claims 1 to 11, wherein: A seat belt system (26) comprising a webbing (28) is attached to the holding unit (18), characterized in that a) the holding unit (18) is fixed relative to the test bench base (12), and the impact unit (16) is loaded onto the webbing (28) by contacting the webbing (28) via the linear drive unit (20), or b) the holding unit (18) is fixed relative to the test bench base (10), and the impact unit (16) is coupled to the holding unit (18) via the webbing (28) and is drivingly rigidly connected to the linear drive unit (20) via the drive interface (22), wherein the impact unit (16) loads the webbing (28) by displacing the impact unit (16) via the linear drive unit (20), or c) the holding unit (18) is drivingly connected to the linear drive unit (20), and the impact unit (16) is coupled to the holding unit (18) via the webbing (28), wherein the webbing (28) is loaded by displacing the holding unit (18) via the linear drive unit (20).

14. The method according to claim 13, characterized in that The holding unit (18) is fixed relative to the test bench base (12), and the impact unit (16) is first accelerated by the linear drive unit (20) and then disconnected from the linear drive unit (20), wherein the disconnection is completed before the impact unit (16) contacts the webbing (28) so as to load the webbing (28).

15. The method according to claim 13, characterized in that The holding unit (18) is drivingly rigidly connected to the linear drive unit (20), and the impact unit (16) is coupled to the holding unit (18) via the webbing (28), The holding unit (18) is first moved toward the impact unit (16) by the linear drive unit (20), while carrying the impact unit (16), and Subsequently, the holding unit (18) is decelerated by the linear drive unit (20) or moved in a direction away from the impact unit (16) so that the webbing (28) is loaded.

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