Safety belt buckle structure

Abstract

The application provides a seat belt lock tongue structure. The locking assembly comprises a core shaft and a cam sleeve which is sleeved on the core shaft. One end of the cam sleeve is connected with the core shaft in a circumferential limiting mode, and the other end of the cam sleeve is connected with the core shaft in a loose sleeve mode. One end of the core shaft is rotationally connected with a first shaft seat at one end of a hole, and the other end of the core shaft is rotationally connected with a second shaft seat at the other end of the hole in a rotation range limiting mode. The core of the core shaft is parallel to the length direction of the hole. The application utilizes the loosening of the locking assembly under the limitation of appropriate damping force, realizes the forward movement of the body of the driver or passenger under the constraint of appropriate resistance, avoids the rigid constraint of the seat belt A on the abdomen of the driver or passenger, effectively reduces the intense pressing feeling of the seat belt A on the body, especially the abdomen, and protects the health of the driver or passenger.

Description

Technical Field

[0001] The invention relates to automobile safety configuration, in particular to a safety belt lock tongue structure. Background Art

[0002] The seat belt is a standard feature of automobiles. The seat belt body is passed through the belt loop on the seat belt tongue. When the seat belt tongue is pulled, the seat belt body is pulled out from the storage chamber to be secured around the waist, chest and shoulders of the driver and passenger, providing protection.

[0003] The name is "Safety belt lock tongue with locking function" (Announcement No. CN208993643U - referred to as Document 1), the technical solution includes a base 4, a lock tongue body 1 arranged in the base 4, an adjustment component is provided in the base 4, and the two ends of the adjustment component are provided with slide grooves 43 on both sides of the base 4, the length of the slide groove 43 is greater than the width of the end of the adjustment component, the adjustment component includes an adjustment rod 21 and an adjustment sleeve 2 sleeved on the adjustment rod 21, the adjustment sleeve 2 has a smooth arc surface, which is convenient for the webbing to pass through; a number of parallel strip protrusions are provided on the inner wall 42, and when the rod end of the adjustment rod 21 slides in the slide groove 43, the distance between the adjustment sleeve 2 and the strip protrusion becomes smaller to clamp and restrain the webbing. Since the adjustment sleeve 2 is displaced in a translational manner, the distance between the adjustment sleeve 2 and the strip-shaped protrusion changes rigidly and linearly, that is, the adjustment sleeve 2 and the strip-shaped protrusion cooperate with each other and apply a straight-line pressure to the seat belt in the direction of the belt width. In the event of a collision, a very small amount of pulling out of the seat belt at the waist position can cause the adjustment sleeve 2 to rotate at a small angle, and the distance between the cylindrical surface of the adjustment sleeve 2 and the strip-shaped protrusion can be reduced to a state where the seat belt is stuck. Under the action of inertia, the driver and passenger are restrained by the rigidly stuck seat belt, which can significantly reduce comfort at the least and cause injury to the driver and passenger at the worst.

[0004] Titled "Seat Belt Lock Tongue" (Document No. CN 105686227 A, referred to as Document 2), the disclosed technical solution features a locking cam 120 connected to a base member 110 via a limiting shaft 130. This shaft rotates on a plastic-coated portion 140, and as the locking cam 120 rotates, its large wheel-diameter cylindrical surface, or locking portion 123, firmly latches onto the seatbelt, preventing any loosening. The solution provided in this document is similar to that in Comparative Document 1 in that the locking cam 120 also rigidly locks the seatbelt, resulting in the same experience and harm to the driver and passenger.

[0005] The invention is entitled "Safety belt tongue, safety belt and vehicle" (document number CN 210970974 U - referred to as document 3). The locking member (2) disclosed in the technical solution performs a simple rotation action. When the locking member (2) rotates, the second stop surface (21) and the first stop surface (111) clamp the webbing (101).

[0006] The same defect of the prior art is that the locking member (2) or the locking cam 120 or the adjusting sleeve 2 directly completely clamps or locks the safety belt when rotating, and the safety belt, especially the belt segment around the abdomen, has no possibility of loosening at all, which inevitably causes rigid constraint to the abdomen of the driver or passenger, and strong pain or even injury to the body. SUMMARY

[0007] The present application provides a safety belt lock tongue, and the constraint applied to the safety belt is non-locking constraint, so as to avoid rigid constraint of the safety belt to the abdomen of the driver or passenger when a collision occurs.

[0008] To achieve the above object, the present application provides the following technical scheme: a safety belt lock tongue, comprising a lock tongue handle body, a root of the lock tongue is injection molded in the lock tongue handle body, and a tongue body part of the lock tongue extends from a front part of the lock tongue handle body, a belt hole for passing through the safety belt A is arranged at a corresponding position of the rear part of the lock tongue on the lock tongue handle body, and a locking assembly is arranged at an inner side end area of the belt hole, characterized in that: the locking assembly comprises a shaft and a cam sleeve arranged on the shaft, one end of the cam sleeve is connected with the shaft in a circumferential limiting mode, and the other end of the cam sleeve is connected with the shaft in a loose sleeve mode, one end of the shaft is rotationally connected with a first shaft seat at one end of the belt hole, the other end of the shaft is rotationally connected with a second shaft seat at the other end of the belt hole in a rotationally limited mode, and an axis of the shaft is parallel to a length direction of the belt hole.

[0009] When a collision occurs, the tendency of the person around the safety belt A to move forward along the inertia of the vehicle will pull the safety belt A around the abdomen forward, the safety belt A will drive the locking assembly to rotate, the wall variable diameter part of the cam sleeve of the locking assembly will swing to the lower side hole along of the belt hole, and the safety belt A will be locked by the smaller gap between the wall variable diameter part of the cam sleeve and the lower side hole along of the belt hole. Since one end of the shaft and the cam sleeve is relatively fixed, and the other end is in a free rotation state, the safety belt A will drive the shaft and the cam sleeve to be twisted and deformed to adapt to the small range of pulling out of the safety belt A, that is, the safety belt A constrained around the abdomen of the driver or passenger has a small range of loosening, and the loosening is realized under the limitation of appropriate damping force, the driver or passenger's body realizes small distance forward movement under the constraint of appropriate resistance, the rigid constraint of the safety belt A around the abdomen to the human body is avoided, the intense pressing feeling of the safety belt A to the human body, especially the abdomen, is effectively reduced, and the health of the driver or passenger is protected. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1a 、 1b , 2 are respectively a perspective structural schematic view and a front view of the present application;

[0011] Figure 3 is a perspective view of the components in the disassembled state of the present application;

[0012] Figure 4a 、 4b , 5a, 5b are Figure 2 In the AA section view, Figure 4a 、 4b The locking assembly is in non-working state. Figure 5a 、 5b The locking assembly is in working state, Figure 4a 、 5a The seat belts are omitted;

[0013] Figure 6 yes Figure 3 An enlarged schematic diagram of the locking assembly in FIG.

[0014] Figure 7 yes Figure 4a A local enlarged schematic diagram in FIG.

[0015] Figure 8 yes Figure 2 BB cross-section view in. DETAILED DESCRIPTION

[0016] 1, 2, and 3, the seat belt lock tongue includes a lock tongue handle 10. The root of the lock tongue 20 is injection molded into the lock tongue handle 10, and the body of the lock tongue 20 extends from the front of the lock tongue handle 10. A belt hole 11 for passing the seat belt A is provided on the lock tongue handle 10 and at corresponding positions on the rear of the lock tongue 20. A locking assembly 30 is disposed at the inner end region of the belt hole 11. In the above solution, the lock tongue handle 10 is a plastic part, and the lock tongue 20 is a metal stamping part. The two are integrally connected by injection molding. During use, the lock tongue handle 10 is generally grasped to perform the operation of fastening the seat belt A. The above solution belongs to the prior art.

[0017] The core of the present invention lies in the design of the locking assembly 30, that is, the locking assembly 30 includes a core shaft 31 and a cam sleeve 32 sleeved on the core shaft 31, one end of the cam sleeve 32 forms a circumferential limit connection with the core shaft 31, and the other end is connected to the core shaft 31 in an empty sleeve. One end of the core shaft 31 is rotatably matched with the first shaft seat 22 at one end of the belt hole 11, and the other end of the core shaft 31 is rotatably matched with the second shaft seat 23 at the other end of the belt hole 11 to limit the rotation range. The axis core of the core shaft 31 is parallel to the length direction of the hole 11.

[0018] Combine Figure 3 、 6, the rotating arrow in the figure indicates the direction of the torque, the right end of the core shaft 31 and the second shaft seat 23 form a rotational fit that limits the rotation angle, and the left end of the core shaft 31 and the first shaft seat 22 form a conventional free rotation fit. When the left end of the core shaft 31 is subjected to the torque and the right end is in the limit position of limiting rotation, a small angle of torsional deformation will occur at the left and right ends of the core shaft 31. The magnitude of the torque determines the torsional deformation angle β1 of the left and right ends of the core shaft 31; taking the left end of the core shaft 31 as the reference, since the left end of the cam sleeve 32 and the left end of the core shaft 31 form a circumferential When the cam sleeve 32 is engaged with the limit position, the cam sleeve 32 is subjected to torsional force, and the left and right ends of the cam sleeve 32 will also experience a small angle of torsional deformation. The magnitude of the torsional force determines the torsional deformation angle β2 of the left and right ends of the cam sleeve 32. When the interaction between the cam sleeve 32 and the safety belt A drives the cam sleeve 32 to twist, it will cause the torsional deformation β2 of the cam sleeve 32. At the same time, the torque is transmitted to the core shaft 31 and causes the torsional deformation β1 of the core shaft 31. As a result, the total torsional deformation β of the cam sleeve 32 is the sum of β1 and β2, that is, β=β1+β2. The total torsional deformation of the cam sleeve 32 and the appropriate spacing between the belt holes 11 cooperate to apply a damping force in the form of pre-tightening to the seat belt A, which reacts on the seat belt A, so that the seat belt A is loosened under the damping force pre-tightening state provided by the cam sleeve 32. On the one hand, this avoids the formation of a rigid matching relationship between the cam sleeve 32 and the belt hole 11, and on the other hand, ensures that the seat belt A loosens under the action of the appropriate damping force, thereby avoiding the physical injury caused by the seat belt A being rigidly stuck on the abdomen of the driver and passenger during a vehicle collision. It can also be understood that the restraining force applied to the seat belt A by the mutual cooperation between the cam sleeve 32 and the inner edge of the belt hole 11 has a locking effect. The locking force provided during the restraint can be set to about 200N. Under the action of this locking force, the seat belt A has a tendency to loosen, and it is not a locking type lock applied to the seat belt A.

[0019] In addition, it should be noted that the cross-sectional profile of the cam sleeve 32 is cam-shaped, that is, the distance between the circumferential edge segment and the tube core is different, so as to ensure that the distance between part of the outer wall of the cam sleeve 32 and the inner hole edge of the belt hole 11 is different in size. That is, when the cam sleeve 32 rotates, the small-diameter outer wall portion of the cam sleeve 32 is close to the inner hole edge of the belt hole 11 and the distance between them is large so that the safety belt A can pass freely, and the large-diameter outer wall portion of the cam sleeve 32 is close to the inner hole edge of the belt hole 11 and the distance between them is small so as to limit the free passage of the safety belt A.

[0020] To realize the circumferential limiting connection between one end of the cam sleeve 32 and the mandrel 31, the application adopts the scheme that the one end of the cam sleeve 32 and the mandrel 31 are connected by a key to form the circumferential limiting connection. More preferably, the spline hole section of the one end of the cam sleeve 32 and the spline shaft section 312 on the mandrel 31 form the circumferential limiting spline cooperation. The flat key or spline connection can realize the circumferential constraint and fixation of the one end of the cam sleeve 32 and the mandrel 31, so that the one end of the cam sleeve 32 with the spline and the corresponding end of the mandrel 31 are synchronously circumferentially rotated or stationary. Figure 3 In the mandrel 31 in the left section shaft body of the mandrel 31 is the spline shaft section 312, the spline hole section of the cam sleeve 32 and the spline shaft section 312 on the mandrel 31 are cooperated with each other, please also refer to Figure 3 , 6 .

[0021] Please refer to Figure 3 , 6 , 8, the shaft end section of the mandrel 31 away from the circumferential limiting cooperation of the cam sleeve 32 and the mandrel 31 has a radial tooth 311, the second shaft seat 23 has a tooth-shaped hole 231 cooperated with the radial tooth 311, the hole diameter at the tooth top of the tooth-shaped hole 231 and the shaft body of the mandrel 31 form the rotating cooperation, the circumferential direction arc length of the radial tooth 311 is less than the circumferential direction arc length of the tooth valley of the tooth-shaped hole 231. As shown in Figure 3 , 6 , the radial tooth 311 is arranged on the shaft section close to the right end of the mandrel 31, the spline shaft section 312 is arranged on the shaft section close to the left end of the mandrel 31, and the spline shaft section 312 and the radial tooth 311 are arranged on the left and right sections of the mandrel 31 away from each other.

[0022] As shown in Figure 6 , 8 , the cross section of the radial tooth 311 is a sector, and the tooth valley of the tooth-shaped hole 121 is a sector. The radial tooth 311 and the tooth-shaped hole 121 are both provided with three and arranged uniformly in the circumferential direction, and the radial tooth 311 can rotate about 30° in the tooth-shaped hole 121. The rotation angle range provides a suitable rotation range for the cam sleeve 32, and ensures that the large-diameter tube wall part of the cam sleeve 32 can be rotated to two position states close to or away from the inner hole side of the belt hole 11. Figure 4a 、 4b In the position state of the large-diameter tube wall part of the cam sleeve 32 away from the inner hole side of the belt hole 11, the safety belt A in the belt hole 11 can move freely at this time to meet the comfort of the safety belt A around the abdomen when the vehicle is normally driven, Figure 4a The safety belt A is omitted for convenience of labeling, Figure 4b The Chinese safety belt A is represented by a double-dotted line; Figure 5a 、 5bThe position of the large-diameter tube wall part of the cam sleeve 32 is shown near the inner hole edge of the belt hole 11, at this time, when the safety belt A is moved from right to left, the cam sleeve 32 is rotated clockwise, and the gap between the large-diameter tube wall part of the cam sleeve 32 and the inner hole edge of the belt hole 11 rapidly becomes small, and the safety belt A is locked. Figure 5a 、 5b are the locking working positions of the locking assembly 30, wherein Figure 5a the safety belt A is omitted, Figure 5b indicated by the double-dot chain line. The so-called inner hole edge of the belt hole 11 is the left hole edge part of the belt hole 11 shown in FIGS. 4, 5, 7, and 8.

[0023] The locking structure of the safety belt A formed by the cooperation of the cam sleeve 32 and the belt hole 11 will be described in detail below.

[0024] The first diameter-changing interface 321 of the tube diameter mutation on the outer tube wall of the cam sleeve 32 is located near the lower hole edge 111 of the inner hole edge of the belt hole 11, and when the first diameter-changing interface 321 is shifted downward, the gap between the first diameter-changing interface 321 and the lower hole edge 111 becomes small to lock the safety belt A. As shown in FIGS. Figure 3 、 4a , 4b, 5a, and 5b, the first diameter-changing interface 321 is near the lower hole edge 111, and when the cam sleeve 32 is rotated and the first diameter-changing interface 321 is further close to the lower hole edge 111, the distance therebetween is sufficient to ensure that the safety belt A is locked, Figure 5b as shown in the figure, which is the locking state.

[0025] The second diameter-changing interface 322 of the tube diameter mutation is on the outer tube wall of the cam sleeve 32, and the tube diameter of the lower tube wall between the first diameter-changing interface 321 and the second diameter-changing interface 322 is small, and the tube diameter of the upper tube wall is large. As shown in FIGS. Figure 4a 、 4b , 5a, and 5b, compared with the first diameter-changing interface 321, the second diameter-changing interface 322 is relatively far away from the lower hole edge 111, and under the normal wearing condition of the safety belt A, the safety belt A almost simultaneously approaches the first diameter-changing interface 321, the second diameter-changing interface 322, and the lower tube wall between the first diameter-changing interface 321 and the second diameter-changing interface 322, so as to ensure that the cam sleeve 32 is rotated at the same time as the collision occurs, so as to lock the safety belt A in time.

[0026] The anti-skid teeth 323 are on the tube wall near the first diameter-changing interface 321 and above the first diameter-changing interface 321. The anti-skid teeth 323 are arranged on the tube wall near the first diameter-changing interface 321 and above the first diameter-changing interface 321, which is to ensure that when the safety belt A needs to be locked, the safety belt A and the first diameter-changing interface 321 and the lower hole edge 111 do not slip, and the locking failure phenomenon is eliminated.

[0027] like Figure 7 As shown, the lower hole edge 111 that cooperates with the first diameter-changing interface 321 is a concave table 112. When the first diameter-changing interface 321 is rotated to the concave table 112 of the lower hole edge 111, the restraining area for the safety belt A formed by the two presents a multi-bend bend shape. That is, when the first diameter-changing interface 321 in the present application is rotated and closely cooperates with the concave table 112 of the hole edge 111, three turns and reversals can be achieved. This has a significant damping effect far better than the prior art where the safety belt A is simply bent into a V-shape, that is, only one turn and reversal. This can further prevent the safety belt A from escaping the locked state, thereby further improving the reliability of the locking.

[0028] In order to prevent the seat belt A from being accidentally pulled by the driver and passenger when adjusting their sitting posture during normal wearing of the seat belt A, thereby driving the first variable-diameter interface 321 close to the lower hole edge 111 and locking the seat belt A, the present invention also provides a reset function for the cam sleeve 32. Specifically, a torsion spring 40 is sleeved on the shaft section outside the radial tooth 311, and the inner end arm 41 of the torsion spring 40 is folded into the groove 313 at the shaft end of the core shaft 31, and the outer end arm 42 of the torsion spring 40 is placed on the outer support 12 on one side of the lock tongue handle body 10, and the outer hole opening of the outer support 12 is covered with an end cover 13. The elastic force provided by the torsion spring 40 drives the core shaft 31 to rotate, so that the first diameter-changing interface 321 is reset to a position away from the lower hole edge 111, ensuring that the distance between the first diameter-changing interface 321 and the lower hole edge 111 allows the safety belt A to pass freely at the belt hole 11, and the torsion spring 40 is set at the axial end of the core shaft 31 to avoid interference with the constraints applied to the safety belt A by the mutually cooperating first diameter-changing interface 321 and the lower hole edge 111.

Claims

1. A safety belt lock tongue, comprising a lock tongue handle (10), the root of a lock tongue (20) being injection-molded into the lock tongue handle (10), and the tongue portion of the lock tongue (20) extending from the front of the lock tongue handle (10), a belt hole (11) for a safety belt (A) to pass through being provided on the lock tongue handle (10) and at positions corresponding to the rear of the lock tongue (20), and a locking assembly (30) being arranged at an inner end region of the belt hole (11), characterized in that: The locking assembly (30) includes a core shaft (31) and a cam sleeve (32) sleeved on the core shaft (31), one end of the cam sleeve (32) is connected to the core shaft (31) in a circumferential limit direction, and the other end is connected to the core shaft (31) in an empty sleeve, one end of the core shaft (31) is rotatably matched with a first shaft seat (22) at one end of the hole (11), and the other end of the core shaft (31) is rotatably matched with a second shaft seat (23) at the other end of the hole (11) to limit the rotation range, and the axis core of the core shaft (31) is parallel to the length direction of the hole (11); The shaft end section of the core shaft (31) away from the cam sleeve (32) and forming a circumferential limit fit with the core shaft (31) has radial teeth (311), and the second shaft seat (23) has a tooth-shaped hole (231) that cooperates with the radial teeth (311). The aperture at the tooth top of the tooth-shaped hole (231) forms a rotational fit with the shaft body of the core shaft (31), and the arc length of the radial teeth (311) in the circumferential direction is smaller than the arc length of the tooth valley of the tooth-shaped hole (231) in the circumferential direction.

2. The seat belt lock tongue according to claim 1, characterized in that: One end of the cam sleeve (32) is connected to the core shaft (31) by a key to form a circumferential limit connection.

3. The seat belt lock tongue according to claim 2, characterized in that: The spline hole section at one end of the cam sleeve (32) and the spline shaft section (312) on the core shaft (31) form a circumferentially limited spline fit.

4. The seat belt lock tongue according to claim 1, characterized in that: The cross section of the radial teeth (311) is fan-shaped, and the tooth valley of the tooth-shaped hole is fan-shaped.

5. The safety belt lock tongue according to claim 1, 2 or 3, characterized in that: The first diameter-changing interface (321) on the outer tube wall of the cam sleeve (32) where the tube diameter suddenly changes is located adjacent to the lower hole edge (111) of the inner hole edge of the belt hole (11). When the first diameter-changing interface (321) is rotated downward, the gap between the first diameter-changing interface (321) and the lower hole edge (111) becomes smaller to lock the safety belt (A).

6. The seat belt lock tongue according to claim 5, characterized in that: A second diameter-changing interface (322) with a sudden change in diameter is provided on the outer tube wall of the cam sleeve (32); the tube diameter of the lower tube wall between the first diameter-changing interface (321) and the second diameter-changing interface (322) is small, and the tube diameter of the upper tube wall is large.

7. The seat belt lock tongue according to claim 6, characterized in that: Anti-slip teeth (323) are provided on the tube wall close to the first diameter-changing interface (321) and located above the first diameter-changing interface (321).

8. The seat belt lock tongue according to claim 6, characterized in that: The lower hole edge (111) matched with the first diameter-changing interface (321) is a concave table surface.

9. The seat belt lock tongue according to claim 1, characterized in that: A torsion spring (40) is sleeved on the shaft section outside the radial teeth (311), and the inner end arm (41) of the torsion spring (40) is folded in the groove (313) of the shaft end of the core shaft (31). The outer end arm (42) of the torsion spring (40) is placed on the outer support (12) on one side of the lock tongue handle (10), and the outer opening of the outer support (12) is covered with an end cover (13).

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