Seat belt retractor

Abstract

The invention relates to a seat belt retractor (1) comprising a seat belt reel (4) which is mounted in a rotatable manner in a frame (7) which can be fixed to a vehicle and on which a seat belt can be wound, a first locking device (18) which is arranged on the mechanical side of the seat belt reel (4) and which locks the seat belt reel (4) when a defined seat belt pull-out acceleration and / or a vehicle deceleration is exceeded and the locking device is thus actuated in a forced manner in the pull-out direction of the seat belt, an electric motor (5) for rotating the seat belt reel (4), and a gear mechanism (6) which transmits the rotary movement of the electric motor (5) to the seat belt reel (4), said electric motor (5) and the gear mechanism (6) being arranged coaxially to the axis of rotation of the seat belt reel (4) and in series with the seat belt reel (4), and a transmission lever (13) being provided which is arranged coaxially to the axis of rotation of the seat belt reel (4) and in series with the seat belt reel (4), a first end (14) of the transmission lever being connected to the seat belt reel (4) in an anti-rotation manner on the mechanical side of the seat belt reel (4) and a second end (15) of the transmission lever being connected to the output gear of the gear mechanism (6) in an anti-rotation manner by means of a profiled section, and said transmission lever extending through the first locking device (18).

Description

[0001] The invention relates to a seat belt retractor.

[0002] The seat belt retractor has as basic components a carrier frame and a seat belt spool, which is mounted in a rotatable manner in the frame, on which a seat belt can be wound. The frame serves not only for mounting the seat belt spool, but also for fastening the seat belt retractor to a seat structure or a vehicle structure, and for this purpose is made from a correspondingly thick steel sheet which is bent into a U-shaped frame. Furthermore, a first locking device is provided on the seat belt spool, by means of which the seat belt spool can be locked in the unwinding direction when a defined seat belt unwinding acceleration and / or a vehicle deceleration is exceeded. The first locking device comprises as basic components a first locking pawl, which locks the seat belt spool when the first locking device is actuated relative to the frame. Furthermore, the first locking device comprises a first control disc, which is spring-loaded relative to the seat belt spool and rotates with the seat belt spool, which has a control contour against which the first locking pawl abuts with a control pin. Furthermore, the first locking device comprises one or two sensor devices, which bring the first control disc to a standstill relative to the seat belt spool when a defined seat belt unwinding acceleration or a vehicle deceleration is exceeded, and thereby force the first locking pawl to a locking movement by means of the control contour and the control pin abutting thereon. The side of the seat belt spool on which the first locking device is arranged is referred to as the mechanical side.

[0003] Vehicle seats with seat belt devices are known, for example, as front seats for convertibles, wherein at least the seat belt retractor of the seat belt device is fastened in the backrest of the vehicle seat. In this case, the seat belt retractor is preferably integrated into the backrest of the vehicle seat due to the absence of a load-bearing B-pillar and due to reasons related to the access to the rear seats or due to reasons related to the distance to the rear vehicle structure, so that the backrest must also be designed to absorb the tensile forces acting in the event of a restraint. These seat belt retractors have all the basic components of a standard seat belt retractor and are only equipped with various additional subassemblies specially provided for installation in the backrest, such as a self-aligning inertial sensor.

[0004] In its basic design, a vehicle seat has a seat structure composed of several load-bearing structural components for fastening the vehicle seat to the vehicle structure. The seat structure is equipped with springs and padding in order to improve the seating comfort and also serves for fastening further components, such as various seat adjustment mechanisms, including associated electric motors and further components, such as heating devices, sensors, displays, headrests and various other attachment components.

[0005] In modern vehicles with autonomous driving systems, there is an increasing need for greater adjustability of the vehicle seats in various orientations and positions to enable the vehicle occupants to use the freedom gained by autonomous driving, for example, for more meaningful exchanges with other occupants, for longer and more intensive rest phases or even for work, and to be able to orient the vehicle seats accordingly. As a result, the belt system and in particular the belt retractor no longer needs to be fastened to the vehicle structure as before, but rather to the vehicle seat, as is already the case, for example, for the front seats of a convertible.

[0006] Furthermore, in modern belt systems, the belt retractor is provided with an electric motor which, upon actuation, drives the belt axle, for example, to reversibly tighten the belt in the winding direction. The electric motor is likewise fastened to the frame and arranged laterally with respect to the belt axle, with its drive shaft oriented parallel to the rotational axis of the belt axle. Furthermore, it is known to provide a gear mechanism between the belt axle and the electric motor, by means of which the rotational speed of the electric motor is converted into a defined rotational speed of the belt axle. The use of a gear mechanism also makes it possible to use a compact electric motor with a high rotational speed. As a result, although the use of a compact electric motor is made possible by the gear mechanism, a belt retractor with an increased installation space requirement is generally produced. Such a belt retractor is known, for example, from publication WO 03 / 099619 A2.

[0007] If the belt reel is to be driven with different rotational speeds and torques, further gear stages have to be provided, which further increases the installation space requirement. Such a belt retractor is known, for example, from publication DE 199 27 731 C2.

[0008] Since the installation space available on the seat structure of a vehicle seat or generally in very small vehicles is very limited in their dimensions and cannot be enlarged as desired for design reasons, the arrangement of such a belt retractor on a vehicle seat or even in a small vehicle is essentially problematic.

[0009] Against this background, it is an object of the present application to provide an elongate belt retractor with an electric motor and a gear mechanism which can even be arranged in very narrow installation spaces.

[0010] According to the application, a belt retractor is proposed to achieve this object. Further preferred developments of the application can be gathered from the drawings and the associated description.

[0011] According to the basic idea of the present invention it is proposed that the electric motor and the gear mechanism are arranged coaxially with respect to the rotation axis of the safety belt reel and in series with the safety belt reel, and a transmission rod is provided which is arranged coaxially with respect to the rotation axis of the safety belt reel and in series with the safety belt reel, and a first end of the transmission rod is connected to the safety belt reel in an anti-rotation manner on the mechanical side of the safety belt reel, and a second end of the transmission rod is connected to the output gear of the gear mechanism in an anti-rotation manner by a profiled portion, said transmission rod extending through the first locking device.

[0012] The transmission rod is connected in an anti-rotation manner with its first end to the safety belt reel and extends coaxially with respect to the rotation axis of the safety belt reel outwardly from the first end and thus actually forms an axial prolongation of the safety belt reel. The transmission rod is connected in an anti-rotation manner with its second end to the output gear of the gear mechanism by a profiled portion, so that the safety belt reel is connected in an anti-rotation manner to the output gear of the gear mechanism by the transmission rod. Thereby, the transmission rod extends through the first locking device on the mechanical side of the safety belt reel, and a narrow coaxial series arrangement of the gear mechanism and the electric motor with respect to the safety belt reel on the mechanical side of the safety belt reel can be realized thereby. The first locking device can thus be arranged in a plane intersecting the transmission rod, and the first locking device is thus arranged in a compact design on the circumference of the torsion rod. The proposed solution has the further advantage that, since the first end of the transmission rod is connected to the mechanical side of the safety belt reel, the transmission rod is directly and completely removed from the force flow of the tension force exerted on the seat belt when the safety belt reel is locked by the first locking device, since the tension force is directly guided into the vehicle structure via the first locking pawl of the first locking device during locking of the first locking device. The transmission rod also enables the connection of the safety belt reel and the gear mechanism, despite the first locking device being arranged therebetween.

[0013] The first locking device thus preferably has a first rotatably mounted control disc, and the transmission rod extends through a central opening of the first control disc. The first control disc serves to control the first locking pawl of the first locking device, and a compact structure is formed with the transmission rod extending through the central opening, so that the utilization of the free space generated by the transmission rod between the gear mechanism and the safety belt reel is improved. Furthermore, the transmission rod enables the connection of the safety belt reel and the gear mechanism, in particular through the plane in which the first control disc is arranged.

[0014] The first control disc can thus preferably be mounted on the transmission rod, so that the transmission rod assumes a second function in addition to its actual function of connecting the safety belt reel and the gear mechanism, namely mounting the first control disc, so that a further mounting or a previously necessary mounting of the first control disc in a different manner is omitted.

[0015] A second locking device is further proposed, which, when actuated, locks a portion of the gear mechanism in a fixed manner to the vehicle, thereby switching the gear mechanism from a first force transmission path to a second force transmission path. The second locking device has a second rotatably mounted control disc, and a drive rod extends through a central opening of the second control disc. The second locking device is used for switching the gear mechanism and for this purpose has a second control disc that, based on the same principle as the first control disc, forces a second locking pawl to perform a driven movement into the teeth fixed to the vehicle when the second locking device is actuated, thereby locking the portion of the gear mechanism used for switching the second force transmission path. Therefore, the second control disc and the first control disc, together with the drive rod, form a compact assembly, wherein the free space spanned by the drive rod is designed to accommodate both the arrangement of the first and second control discs.

[0016] Therefore, the second control panel can preferably also be mounted on the drive rod, which produces the same advantages as the mounting of the first control panel.

[0017] The first and second control discs are arranged adjacent to each other in parallel, and their axes of rotation are coaxial with each other. Therefore, the second control disc is preferably arranged parallel to the first control disc and its axis of rotation is coaxial with the axis of rotation of the first control disc, so that the two control discs form a compact assembly with a common axis of rotation through which the drive rod extends.

[0018] This parallel arrangement of the two control discs can then be further developed in terms of its compact design, since the first and second control discs can be locked together by a common locking lever. Therefore, the otherwise necessary second locking lever and associated actuation mechanism for the second locking device can be eliminated. With the common locking lever, the first and second control discs are thus always stopped simultaneously relative to the seatbelt reel or relative to the gear mechanism rotating in the first force transmission path during pre-tensioning. However, since the first locking device is only triggered when the first control disc is locked in the pull-out direction and the seatbelt reel rotates further in the pull-out direction, but in the tightening case, the seatbelt reel is driven in the retraction direction via an electric motor and gear mechanism, engagement of the common locking lever in the first control disc will not cause actuation of the first locking device when the gear mechanism is engaged. Conversely, engagement of the common locking lever in the second control disc is also not disadvantageous when the prescribed values ​​for seatbelt pull-out acceleration and vehicle deceleration are exceeded, since the seatbelt reel is locked in the pull-out direction in all cases by actuation of the first locking device.

[0019] Furthermore, the seatbelt reel consists of two parts: a seatbelt reel body and a shaped head that can be locked to the vehicle by a first locking device, and a force-limiting device disposed between the seatbelt reel body and the shaped head. The first end of the drive rod is connected to the shaped head in an anti-relative-rotation manner. The advantage of this arrangement is that, since the shaped head, which is connected to the drive rod on one side in an anti-relative-rotation manner and the force-limiting device is disposed between the shaped head and the seatbelt reel body, forms a structural interface between the drive rod and the force-limiting device by the shaped head, which can be locked to the vehicle by the first locking device. Thus, when the shaped head is locked, the drive rod and the force-limiting device automatically separate from each other because the applied tension is introduced into the vehicle structure through the shaped head and the first locking device.

[0020] Therefore, it is further proposed that the force limiting device includes at least one torsion bar arranged coaxially with the rotation axis of the seat belt reel. A first end of the torsion bar is fixed in a receiving portion arranged on the outside of the seat belt reel body in an anti-relative-rotation manner, and a second end of the torsion bar is fixed in a receiving portion of the shaped head in an anti-relative-rotation manner. Thus, the torsion bar is arranged coaxially and in series with the seat belt reel body, thereby extending the seat belt reel into an elongated, narrow assembly extending from the seat belt reel body forming a first part of the seat belt reel to a second part of the seat belt reel formed by the shaped head. Because the transmission rod is connected to the shaped head in an anti-relative-rotation manner, and the transmission rod is arranged coaxially with the seat belt reel and the seat belt reel body, and the torsion bar is arranged coaxially with the seat belt reel body, the torsion bar is also arranged coaxially with the transmission rod, forming another elongated, narrow assembly connected to the seat belt reel.

[0021] Furthermore, in this case, it is proposed that the transmission rod has a lower deformation strength than the force limiting device. Therefore, it is possible to prevent the force limiting device from being pre-actuated when the seatbelt is tightened, and thus it remains in its initial state when the force-limited seatbelt extension begins. Furthermore, this prevents the tightening force from decreasing due to the actuation of the force limiting device. Since the transmission rod automatically disengages from the force flow via the locking of the shaped head at the start of force limiting, its lower deformation strength is not disadvantageous in this respect. Therefore, lower deformation strength can be achieved, for example, by selectively choosing a material with lower strength.

[0022] A particularly preferred solution is to make the drive rod from plastic, because the drive rod can thus be very easily designed to have the desired strength value, and can also be manufactured cost-effectively in a mass production manner in an injection molding process.

[0023] The invention will now be explained using preferred embodiments with reference to the accompanying drawings. The following is shown:

[0024] Figure 1An exploded view shows the seatbelt retractor according to the invention, and

[0025] Figure 2 A cross-sectional view shows the seatbelt retractor according to the present invention.

[0026] exist Figure 1 As can be seen, the seatbelt retractor 1 according to the present invention has two housing halves 2 and 3, which are shown only with cutouts for clarity. The complete housing halves 2 and 3 externally surround the seatbelt retractor 1 and are additionally used to secure the seatbelt retractor 1 in, for example, a narrow installation space in a vehicle seat. In the seatbelt retractor 1, a seatbelt reel 4 with a force limiting device 8, an electric motor 5, a gear mechanism 6, and an irreversible pyrotechnic tightening device 24 are provided as basic components.

[0027] The seatbelt reel 4 is rotatably mounted in the frame 7, which is fastened to or held between at least one of the housing halves 2 or 3 in a clamping manner, and thereby supported on the latter in a manner resistant to relative rotation.

[0028] exist Figure 2 In the sectional view, the seatbelt retractor in its assembled state is visible. The seatbelt reel 4 consists of two parts: the seatbelt reel body 9 and the shaped head 10, which can be locked to the vehicle by a first locking device 18. The seatbelt reel body 9 is used to wind the seatbelt (not shown), while the shaped head 10 is used to lock the seatbelt reel 4, and for this purpose, it can be locked to the vehicle by the first locking device 18 and associated sensor devices when a specified seatbelt pull-out acceleration or vehicle deceleration is exceeded. The seatbelt reel body 9 and the shaped head 10 are connected to each other in an anti-relative rotation manner by a force limiting device 8, thereby forming a seatbelt reel 4 connected in an anti-relative rotation manner until the force limiting device 8 is actuated. The side of the shaped head 10 thus forms the mechanical side of the seatbelt reel 4.

[0029] On the right side of the seatbelt retractor 1, an electric motor 5 is also visible, which is supported in a rotationally incompatible manner on one or both housing halves 2 and 3. A drive shaft extending from the electric motor 5 is connected in a rotationally incompatible manner to the output gear of the gear mechanism 6. A transmission rod 13 is also provided, which is connected in a rotationally incompatible manner to the profiled head 10 at its first end 14 and to the output gear of the gear mechanism 6 at its second end 15. The seatbelt reel body 9, force limiting device 8, profiled head 10, transmission rod 13, gear mechanism 6, and finally, electric motor 5, are arranged in series and coaxial with the rotation axis of the seatbelt reel 4, forming a narrow, elongated arrangement relative to each other. Furthermore, the force limiting device 8 is formed by two torsion bars 11 and 12 arranged in series, which have different plastic deformation limits and can be switched, for example, by a switching device as described in DE 199 28 427 C2. The force limiting device 8 extends the seat belt reel body 9 by coaxially connecting torsion bars 11 and 12 to the irregular head 10 to form a long and narrow seat belt reel 4.

[0030] The first locking device 18 includes a first locking pawl pivotally mounted on the irregular head 10 and a first control disc 16 having a control profile, the first locking pawl abutting against the control profile by a control pin. The gear mechanism 6 includes a second locking device 19 having a second locking pawl pivotally mounted on it and a second control disc 17 having a control profile, the second locking pawl abutting against the control profile by a control pin.

[0031] To actuate the first locking device 18, the first control disc 16 is stopped relative to the seatbelt reel 4 or relative to the mortise head 10, and the first locking pawl on the mortise head 10 is thus forced into the teeth of the seatbelt retractor 1, which are fixed to the vehicle, during the position control movement. Thus, even when the force limiting device 8 is not actuated, the mortise head 10 and the seatbelt reel body 9 are also locked to prevent further rotation of the seatbelt wound on the seatbelt reel body 9 in the pull-out direction. To stop the first control disc 16, a spring-loaded inertial mass sensor device pivotally mounted on the first control disc 16 can be provided. When a predetermined pull-out acceleration is exceeded, this inertial mass deflects against the spring force and is thereby driven into the teeth fixed to the vehicle. The first control disc 16 is then held against the seatbelt reel 4, triggering the locking movement of the first locking pawl. The vehicle-sensitive sensor device can also be equipped with a locking lever that, when a predetermined vehicle deceleration is exceeded, is deflected and thereby driven into the teeth of the first control disc 16, stopping the first control disc and triggering a locking movement of the first locking pawl relative to the seatbelt reel 4. The second locking device 19 is thus actuated because the second control disc 17 is stopped relative to the gear mechanism 6, thereby forcing the locking movement of the second locking pawl and the switching of the gear mechanism 6. As long as an electrically controllable sensor device (e.g., with a locking lever deflectable by an electromagnet) is configured for vehicle deceleration-sensitive locking of the first locking device 16, this electrically controllable sensor device can also be used to lock and control the second locking device 19, since the locking lever is then also used to lock the second control disc 17. The first control disc 16 and the second control disc 17 are then locked by a common locking lever, thereby further improving the compact design of the seatbelt reel 1, as the second locking device 19 does not require separate control. The second locking device 19 is used here to switch the gear mechanism 6, wherein when the second locking device 19 is not actuated, the gear mechanism 6 is driven as a component without any change in the drive speed of the electric motor 5. When the second locking device 19 is actuated, the gear mechanism 6 is switched because the housing of the gear mechanism 6 or another part of the gear mechanism 6 is locked in a manner fixed to the vehicle, and the rotational motion of the electric motor can only be transmitted to the drive rod 13 and further to the seat belt reel 4 when the gear mechanism 6 is actuated and the gears of the gear mechanism 6 rotate relative to each other with a corresponding transmission ratio of, for example, 1:36 or 1:80.

[0032] Due to its anti-relative-rotational ends 14 and 15, the drive rod 13 forms an anti-relative-rotational connection between the seatbelt reel 4 and the output gear of the gear mechanism 6. Therefore, the drive rod extends axially from the mechanical side of the seatbelt reel 4 (and thus from the irregular head 10) through the plane where the first locking device 18 and its first control disc 16 are arranged, and through the second control disc 17 of the second locking device 19, to the gear mechanism 6. Therefore, the first control disc 16 and the second control disc 17 are preferably mounted on the drive rod 13 around their respective central openings and arranged parallel to each other. Thus, the drive rod 13 enables a compact structure of the seatbelt retractor 1 with two locking devices 18 and 19 to be achieved in a slender and narrow design.

[0033] When the gear mechanism 6 is driven as a component at a 1:1 gear ratio, the transmission rod 13 transmits the rotational motion of the electric motor 5 to the seatbelt reel 4 in the first force transmission path. When the second locking device 19 is actuated, the transmission rod 13 then transmits the rotational motion, already converted in the gear mechanism 6, to the seatbelt reel 4 at a gear ratio of 1:36 or 1:80. Therefore, the transmission rod 13 can transmit rotational motion from the gear mechanism 6 to the seatbelt reel 4 via the first locking device 18 and the second locking device 19 in a compact design. In other words, the intermediate space for arranging the first locking device 18 and the second locking device 19 is achieved by the transmission rod 13 (particularly together with its control panels 16 and 17). In any case, the transmission rod 13 and the two control panels 16 and 17 complement each other to form a compact design, thereby optimizing the use of the installation space in the housing of the seatbelt retractor 1. Therefore, the two control panels 16 and 17 are preferably arranged parallel to each other and perpendicular to the longitudinal axis of the transmission rod 13, resulting in a compact design. Furthermore, two control panels 16 and 17 can be additionally axially mounted on the drive rod 13 and mounted on an axial bearing arranged between them.

[0034] The transmission rod 13 preferably has a plastic deformation limit lower than the force limiting level defined by the force limiting device 8, so that the force limiting device 8 is not unintentionally actuated during seat belt tightening or during the performance of the comfort function, and is actually still in its initial state at the start of its actuation. Secondly, the driving rotational motion of the electric motor 5 is therefore not unintentionally reduced due to the possible actuation of the force limiting device, and thus, for example, the tightening force is not reduced. In this example, the use of torsion bars 11 and 12 means that the plastic deformation limit of the transmission rod 13 is intentionally lower than that of the torsion bars 11 and 12. This can be achieved, for example, by making the transmission rod 13 of plastic, whose strength is correspondingly lower than that of the torsion bars 11 and 12 made of steel. Furthermore, plastic is a very advantageous material and will be processed in mass production (e.g., in injection molding processes) and still has sufficient strength to transmit the tightening force and the rotational motion of the comfort function. Because the transmission rod 13 is connected to the shaped head 10 at its first end 14, it automatically disengages from the force flow when the first locking device 18 is actuated and is therefore no longer subsequently loaded. Thus, the transmission rod 13 has a shaped portion, for example, in the form of teeth, at its second end 15, which is used to fix the transmission rod in a form-fitting receiving portion of the output gear of the gear mechanism 6 in a way that resists relative rotation. Depending on the distance to be bridging between the shaped head 10 or the seatbelt reel 4 and the gear mechanism 6, a transmission rod 13 of a corresponding length can be used, and the gear mechanism 6 (especially its output gear) and the seatbelt reel 4 or the shaped head 10 do not require structural adjustments.

Claims

1. A seatbelt retractor (1), the seatbelt retractor comprising: - Seatbelt reel (4), the seatbelt reel is rotatably mounted in a frame (7) that can be secured to the vehicle, and the seatbelt can be wound around the seatbelt reel, and - A first locking device (18) is disposed at the mechanical end of the seatbelt reel (4) and locks the seatbelt reel (4) when a preset seatbelt pull-out acceleration and / or vehicle deceleration is exceeded, thereby triggering an actuation in the pull-out direction of the seatbelt. - Electric motor (5), the electric motor being used to drive the seat belt reel (4) to rotate, and - Gear mechanism (6), which transmits the rotational motion of the electric motor (5) to the seat belt reel (4). Its features are, The electric motor (5) and the gear mechanism (6) are arranged to be coaxial with the rotation axis of the seat belt reel (4) and connected in series with the seat belt reel (4). - A transmission rod (13) is provided, which is arranged coaxially with the rotation axis of the seat belt reel (4) and connected in series with the seat belt reel (4). The transmission rod is connected to the seat belt reel (4) at the mechanical end (14) in an anti-relative rotation manner, and is connected to the output gear of the gear mechanism (6) at the second end (15) through the shaped head (10), and extends through the first locking device (18). The seat belt reel (4) includes a seat belt reel body (9), a force limiting device (8) arranged between the seat belt reel body (9) and the irregular head (10), and the transmission rod (13) has a lower deformation resistance than the force limiting device (8).

2. The seatbelt retractor (1) according to claim 1, characterized in that, - The first locking device (18) has a first control disk (16) mounted in a rotatable manner, and the transmission rod (13) extends through a central opening in the first control disk (16).

3. The seatbelt retractor (1) according to claim 2, characterized in that, The first control panel (16) is mounted on the transmission rod (13).

4. The seatbelt retractor (1) according to claim 3, characterized in that, - A second locking device (19) is provided, which, when actuated, locks a portion of the gear mechanism (6) in a manner fixed to the vehicle, thereby switching the gear mechanism (6) from the first force transmission path to the second force transmission path, and - The second locking device (19) has a second control panel (17) mounted in a rotatable manner, and - The drive rod (13) extends through the central opening in the second control panel (17).

5. The seatbelt retractor (1) according to claim 4, characterized in that, The second control panel (17) is mounted on the transmission rod (13).

6. The seatbelt retractor (1) according to claim 5, characterized in that, - The first control panel (16) and the second control panel (17) are arranged parallel to each other and their rotation axes are coaxial with each other.

7. The seatbelt retractor (1) according to claim 6, characterized in that, - The first control panel (16) and the second control panel (17) can be locked by a common locking lever.

8. The seatbelt retractor (1) according to claim 1, characterized in that, - The seat belt reel (4) is designed in two parts, namely the seat belt reel body (9) and the irregular head (10) which can be locked to the vehicle by means of the first locking device (18), and - The first end (14) of the transmission rod (13) is connected to the irregular head (10) in a manner that resists relative rotation.

9. The seatbelt retractor (1) according to claim 8, characterized in that, - The force limiting device (8) includes at least one torsion bar (11, 12), which is arranged coaxially with the rotation axis of the seat belt reel (4), and the first end (14) of the torsion bar is fixed in a receiving portion arranged on the outer side of the seat belt reel body (9) in a way that resists relative rotation, and the second end (15) of the torsion bar is fixed in a receiving portion in the irregular head (10) in a way that resists relative rotation.

10. The seatbelt retractor (1) according to claim 1, characterized in that, - The transmission rod (13) is made of plastic.

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