Active seatbelt system and simulation device

Abstract

The invention relates to an active seatbelt system (1) for transmitting a load onto a passenger or driver during simulation by a vehicle simulator, comprising a first upper seatbelt (21) and a second upper seatbelt (22) adapted to loop around the driver from the shoulders down over the chest until the abdomen. The system further comprises a closure mechanism (3) and a connection system (6') adapted to restrain such first and second upper seatbelts (21, 22). The connection system (6') comprises a rear seatbelt element (6) having a right end (61) engageable with the first upper seatbelt (21) and a left end (62) engageable with the second upper seatbelt (22), such that said rear seatbelt element (6) is adapted to loop around the driver from the back. Furthermore, a side seatbelt (65, 65') is joined to the rear seatbelt element (6) at any point between said right and left ends (61, 62). The active seatbelt system (1) further comprises an actuation system (8) adapted to apply a controllable load to each of said first and second upper seatbelts (21, 22) and to said connection system (6'), in order to actively vary the length of the first upper seatbelt (21) and / or the second upper seatbelt (22) and the length of the connection system (6'), thereby varying the load transmitted to the driver. The invention relates to a simulator comprising a frame, a seat and an active seatbelt system (1).

Description

Technical Field

[0001] The present invention relates to an active seat belt system for transferring inertial loads to a driver or passenger, or more generally to passengers of a vehicle being simulated by means of a suitable vehicle simulator (e.g., passengers of a ride-on vehicle belonging to an amusement park, aerospace vehicle, etc.) during a simulation of a vehicle simulator (e.g., during a driving simulation of a vehicle simulator). Background Technology

[0002] Typically, vehicle simulators employ technological solutions and robotic systems to deliver dynamic stimuli that simulate vehicle behavior as faithfully as possible to the driver or passengers.

[0003] One of the most critical aspects of these systems is the need to transfer the inertial loads generated by vehicle acceleration at low frequencies and at rest to the driver / passengers. Most simulation devices simply sacrifice these components by filtering, as the transfer of these loads is difficult to manage.

[0004] However, some systems also attempt to transmit these components, but sometimes they have some drawbacks.

[0005] Some systems primarily targeting the elite market utilize the motion of one or more robotic systems connected to the driver's position. These devices require significant dynamic performance and extremely long strokes due to the need to transmit acceleration over extended periods. In particular, these devices are quite bulky and involve the installation of high-power systems, resulting in high costs that are often unreasonable given that the performance is insufficient to achieve the intended purpose in most cases.

[0006] The second solution is cheaper and simpler than the former, and it involves the transmission of direct bodily stimulation based on the desired inertial force. This mode allows force to be transmitted to the driver's body in certain directions, even over an indefinite period of time, and is typically achieved by means of active devices in the seat and / or by means of implemented seat belts.

[0007] The use of active devices in the seat may involve the use of one or more pneumatic pads that are inserted into specific grooves inside the seat cushion of the simulation device and are activated by means of compressed air and an electronically controlled valve system.

[0008] However, such solutions have some problems.

[0009] Inconveniently, the pneumatic system used has a limited response time and poor regulation of the transmitted force.

[0010] Furthermore, the contact points between the seat and the driver do not always reflect what the driver perceives during actual driving: as a result, the driver experiences potentially corrective forces, but these forces are inconsistent from a tactile perspective of interacting with the seat, which may affect the overall effectiveness of the simulation.

[0011] Furthermore, these systems can be inconveniently affected by the shape of the seat and the padding used for the housing, thus compromising their effectiveness and versatility.

[0012] Other solutions on the market achieve load transfer to the driver by employing a moving mechanical system integrated with or located within the seat, rather than a pneumatic pad. For example, some contact surfaces between the driver and the seat are replaced by actuated panels capable of translation and / or rotation. The combined action of these panels can push the driver's body in a specific direction.

[0013] On the downside, even these solutions fail to produce optimal tactile feedback.

[0014] Furthermore, such solutions are inconveniently complex and costly, and require substantial improvements to the seating, sacrificing versatility and adaptability to different seating configurations.

[0015] An alternative to using active seat solutions is to use an active seat belt system, which will be referred to as "active seat belt system" for simplicity.

[0016] Existing active seatbelt systems are based on motorsport seatbelts, combining safety and immersion with more or less restrained sport seats. The seatbelts typically used in actual racing cars consist of straps usually made of technical fabric, and the number of straps can range from four to six, along with a similar number of anchor points (usually four to six in practice). The term "anchor point" refers to the points in motorsport where such seatbelts are secured to the vehicle's frame or internal anti-roll bars.

[0017] These seat belts are adjustable in length using special buckles and have ends that allow attachment to the vehicle frame or anti-roll bar at one end and insertion into a closing mechanism at the second end.

[0018] Specifically, the four-point motorsport seat belts include two upper seat belts that cross the driver's shoulders, extend down to the chest, and down to the abdomen; and two center seat belts that wrap around the driver in the pelvic area.

[0019] The 6-point racing seat belt also includes two additional lower seat belts that pass between the driver's legs.

[0020] Solutions known in the field of active seatbelt systems for simulation devices envision maintaining the original shape, number, and arrangement of the aforementioned seatbelt strips while implementing different forms of application with the aim of tensioning one or more of the upper seatbelts in such a layout. Such systems also passively adjust the length of the seatbelt by means of buckles, while one or more fixed anchor points can optionally be replaced by connectors attached to yielding elements (e.g., springs). In this way, the relative movement between the seat and the seatbelt exerts a force (typically longitudinal compressive force) on the driver's torso.

[0021] The alternative system only provides the implementation of seat belts that also keep the seat secure.

[0022] The more modular and versatile system provides a dedicated tensioning system associated with each upper seat belt and / or each center seat belt.

[0023] Due to the longitudinal dynamic characteristics of vehicles, the aforementioned known solutions are effective for transmitting inertial loads, but disadvantageously cannot transmit lateral loads.

[0024] Inconveniently, the contact surface with the driver (through whom the load is transferred) is very small, so the pressure distribution during the simulation is uneven or does not represent the actual situation.

[0025] Therefore, the tactile feedback of the load is invalid and inconsistent with what happens in reality.

[0026] Therefore, there is a strong need to propose an active seatbelt system that can overcome the shortcomings described with reference to the prior art. In particular, there is a need to increase the immersion of driving simulation and improve the performance of the driver / passenger under static and low-frequency inertial loads (especially in the lateral direction). Summary of the Invention

[0027] The active seatbelt system and simulation device according to the appended independent claims meet these requirements. The dependent claims describe preferred or advantageous embodiments of the invention. Attached Figure Description

[0028] Referring to the accompanying drawings, the features and advantages of the active seatbelt system and the simulator will become clear from the following description of preferred embodiments of the invention, which is given for illustrative and non-limiting purposes, wherein:

[0029] Figure 1 A front view of an active seatbelt system according to an embodiment of the present invention is shown;

[0030] Figure 2A perspective view of a seat constrained with an active seatbelt system according to an embodiment of the present invention is shown;

[0031] Figure 3 It shows Figure 1 Detailed view of the closing mechanism shown;

[0032] Figure 4a A rear view of the connection system of an active seatbelt system according to an embodiment of the present invention is shown;

[0033] Figure 4b A rear view of the connection system of an active seatbelt system according to an alternative embodiment of the present invention is shown;

[0034] Figure 5a , Figure 5b and Figure 5c A rear view of a rear seatbelt element according to three alternative embodiments of the present invention is shown. Detailed Implementation

[0035] Referring to the above figures, reference numeral 1 generally indicates an active seatbelt system used to transfer load to the passenger or driver during simulation in a vehicle simulator.

[0036] According to the present invention, and with reference to the appendix Figure 1 The active seatbelt system 1 includes:

[0037] - First upper seat belt 21 and second upper seat belt 22;

[0038] - Closing mechanism 3;

[0039] - The connection system 6' includes a rear seat belt element 6 and side seat belts 65, 65'.

[0040] The aforementioned first and second upper seat belts 21, 22 are adapted to extend from the shoulders down across the chest to the abdomen to encircle the driver.

[0041] Each of these first and second upper seat belts includes a first closed end 51 and a second closed end 52 at the respective lower ends 220, 220'.

[0042] The closing mechanism 3 includes a first closing seat 31 and a second closing seat 32 adapted to accommodate a first closing end 51 and a second closing end 52.

[0043] Preferably, each of the first and second upper seat belts 21, 22 includes a first connecting end 41 and a second connecting end 42 at the respective upper ends 210, 210'.

[0044] Preferably, such first and second connecting ends 41, 42 are adapted to be fastened to the frame of the simulation device or to one of the adjusting elements 80.

[0045] According to the present invention, the aforementioned connection system 6' includes:

[0046] - Rear seatbelt element 6, having a right end 61 that engages with a first upper seatbelt 21 and a left end 62 that engages with a second upper seatbelt 22, such that the rear seatbelt element 6 is adapted to pass over the back to surround the driver.

[0047] - Side seat belts 65, 65', which are connected to the rear seat belt element 6 at any point between the right end and the left end 61, 62.

[0048] According to one embodiment, the side seat belt is attached to the rear seat belt element 6 at any point between the right end 61 and the left end 62, except for the right end 61 and the left end 62 themselves.

[0049] Preferably, the closing mechanism 3 further includes a quick-release system that releases each of the first and second closing seats 31, 32 from engagement with the first and second closing ends 51, 52.

[0050] According to the present invention, the active seat belt system 1 includes an actuation system 8 adapted to control the load on each of the first and / or second upper seat belts 21, 22 and the load on the connection system 6'.

[0051] The actuation system 8 includes an adjustment element 80 and an active device 81, which is adapted to actuate the aforementioned adjustment element 80 to actively change the length of the first upper seat belt 21 and / or the second upper seat belt 22 and the connection system 6', thereby changing the load transmitted to the driver.

[0052] Preferably, the adjusting element 80 is an electric buckle, an electric spool, a drum, or an active sliding element.

[0053] Preferably, the active device 81 is a rotary electric motor, or a gear motor, or a linear motor, or a pneumatic piston, or a hydraulic piston, which is operatively connected to the adjusting element 80 to change the length of each of the first and second upper seat belts 21, 22 and the length of the connecting system 6'.

[0054] According to an advantageous embodiment, each of the side seat belts 65, 65' is adapted to be secured at its respective free end to one of the adjusting elements 80, and the active device 81 is adapted to actuate the adjusting element 80 to actively change the length of each of the side seat belts 65, 65'.

[0055] In other words, preferably, the actuation system 8 directly transmits the load to the driver by shortening or lengthening the side seat belts 65, 65'. Preferably, therefore, the actuation system 8 indirectly acts on the rear seat belt element 6 by changing the length of the side seat belts 65, 65'.

[0056] According to embodiments of the present invention, for example Figure 5a As shown, the rear seat belt element 6 is a single seat belt element that extends along a direction preferably between the right end 61 and the left end 62.

[0057] According to alternative embodiments, such as the appendix Figure 5b As shown, the rear seatbelt element 6 includes:

[0058] - Central portion 600, which is defined by first and second intersecting ends 601, 602;

[0059] - The first bifurcated seat belt elements 621, 621', 621' extend between the first cross end 601 and the right end 61;

[0060] -Second branch seat belt elements 622, 622', 622', which extend between the second cross end 602 and the left end 62;

[0061] - wherein the first bifurcated seat belt elements 621, 621', 621" and the second bifurcated seat belt elements 622, 622', 622" extend radially from the first cross end 601 and the second cross end 602, respectively, and define cross surfaces suitable for contact with the driver's buttocks with the first upper seat belt 21 and the second upper seat belt 22, respectively.

[0062] Preferably, the cross surface is V-shaped.

[0063] According to an embodiment of the present invention, reference Figure 4a The side seat belts 65 and 65' are connected to the rear seat belt element 6 at the first and second cross ends 601 and 602.

[0064] According to an alternative embodiment, refer to Figure 4b The side seat belts 65 and 65' are connected to the rear seat belt element 6 at the middle of the cross surface.

[0065] According to an advantageous embodiment, the connection system 6' includes, for example, padding portions 67, 68 made of fabric, which are respectively arranged between the first branch seat belt elements 621, 621', 621" and the first upper seat belt 21, and between the second branch seat belt elements 622, 622', 622" and the second upper seat belt 22, in order to maximize the area of ​​the cross surfaces that come into contact with the driver's hips.

[0066] According to another embodiment of the present invention, such as Figure 5c As shown, the rear seatbelt element 6 includes a plurality of seatbelts 70, 71, and 72. The plurality of seatbelts 70, 71, and 72 extend in mutually parallel preferred directions and between the left end 61 and the right end 62, such that the plurality of seatbelts 70, 71, and 72, together with the first and second upper seatbelts 21 and 22, define a rear surface suitable for contact with the driver's back and hips.

[0067] Preferably, the plurality of seat belts 70, 71, 72 are spaced apart in a direction perpendicular to the preferred extension direction parallel to them.

[0068] According to an advantageous variation, the connection system 6' includes, for example, a padding portion 67, 68 made of fabric, which is arranged between the plurality of seat belts 70, 71, 72 in order to maximize the area of ​​the rear surface.

[0069] Preferably, the right and left ends 61 and 62 of the rear seat belt element 6 are immovably engaged with the first and second upper seat belts 21 and 22, respectively, for example, by sewing them to the first and second upper seat belts.

[0070] Alternatively, the right and left ends 61, 62 of the rear seatbelt element 6 are removably engaged with the first and second upper seatbelts 21, 22, respectively, for example by means of a buckle.

[0071] Preferably, the active seat belt system 1 includes a mechanical locking device adapted to establish the maximum length of each of the first and second upper seat belts 21, 22 and the maximum length of the connection system 6', in order to limit the movement of the adjusting element 80.

[0072] Preferably, the actuation system 8 is adapted to operate in a unilateral configuration, wherein the adjusting element 80 is adapted to reduce the length of the first and second upper seat belts 21, 22 and the connecting system 6', thereby increasing the load transmitted to the driver relative to a predetermined preload condition on the driver / passenger.

[0073] Alternatively, the actuation system 8 is adapted to operate in a dual configuration, wherein the adjusting element 80 is adapted to decrease and increase the length of the first and second upper seat belts 21, 22 and the connecting system 6', preferably up to a maximum length established by the mechanical locking device. In this way, the load transmitted to the driver / passenger can be increased or decreased relative to a predetermined preload condition on the driver / passenger.

[0074] According to an embodiment, the actuation system 8 includes an electronic processing and control unit configured to control the active device 81 to increase and / or decrease the length of the first and second upper seat belts 21, 22 and the connection system 6' relative to predetermined lengths of the first and second upper seat belts 21, 22 and predetermined lengths of the preload on the driver / passenger determined by the connection system 6'.

[0075] According to an embodiment, for example Figure 1 As shown, the active seat belt system 1 also includes a first center seat belt 23 and a second center seat belt 24, which are adapted to surround the driver over the pelvis.

[0076] Each of the first and second central safety belts 23 and 24 includes a first central connecting end 53 and a second central connecting end 54 at the respective lower ends 240 and 240'.

[0077] According to such embodiments, the closing mechanism 3 therefore includes third and fourth closing seats 33, 34 that can engage with the first and second central connecting ends 53, 54.

[0078] These center seat belts 23, 24 can also be implemented by the actuation system 8, or passively help to transfer the load to the driver / passenger and restrain it to the frame.

[0079] In particular, preferably, the first center seat belt 23 and the second center seat belt 24 each include a first center connecting end 43 and a second center connecting end 44 at their respective distal ends 230, 230'.

[0080] The first and second central connection ends 43, 44 are adapted to be fastened to the simulation device frame or to one of the adjustment devices 80, and the active device 81 is adapted to actuate the adjustment element 80 to actively change the length of the first central seat belt 23 and / or the second central seat belt 24.

[0081] According to another embodiment, the active seat belt system 1 also includes a first lower seat belt 25 and a second lower seat belt 26, which are adapted to pass between the legs to surround the driver.

[0082] Specifically, each of the first and second lower seat belts 25, 26 includes a first lower connecting end 45 and a second lower connecting end 46 at a respective lower end 250, 250' of the lower seat belt, which are adapted to be fastened to the simulator frame or seat.

[0083] Each of the first and second lower seat belts 25 and 26 is constrained to the closing mechanism 3.

[0084] In particular, preferably, each of the first and second lower seat belts 25, 26 includes a first lower closing end 55 and a second lower closing end 56 at the respective upper ends 260, 260' of the lower seat belt; according to this embodiment, the closing mechanism 3 includes fifth and sixth closing seats 35, 36, which can be engaged with the first and second lower closing ends 55, 56 by means of a snap fastener.

[0085] Therefore, according to this embodiment, the closing mechanism can be released from the lower seat belt, while the lower seat belt remains restrained to the frame or seat.

[0086] Alternatively, each of the first and second lower seat belts 25, 26 is permanently restrained (e.g., non-removably fastened) to the closing mechanism 3.

[0087] In other words, according to this variant, the lower seat belt is integrally formed with the closing mechanism and cannot be detached from the closing mechanism.

[0088] With the help of these lower seat belts, the closing mechanism is thus forced to remain restrained to the frame or seat.

[0089] According to a variant embodiment, for example Figure 1 , Figure 4a and Figure 4b As shown, the active seat belt system 1 also includes an auxiliary connector 10 adapted to connect the first upper seat belt 21 and the second upper seat belt 22 across the driver's chest.

[0090] Preferably, the active seat belt system 1 further includes a manual adjustment device 100, such as a sliding buckle, for each of the first and second upper seat belts 21, 22 and for the rear seat belt element 6.

[0091] These manual adjustment devices 100 are adapted to be manipulated to manually change the length of each of the first and second upper seat belts 21, 22 and the length of the rear seat belt element 6.

[0092] Such manual adjustment devices are preferably adapted to be manipulated to manually change the length of each of the first and second center seat belts 23, 24 and the length of each of the first and second lower seat belts 25, 26.

[0093] refer to Figure 2 The embodiment shown includes an active seatbelt system 1 comprising a seatbelt guide element 99 (e.g., a bracket with a seatbelt guide device having a single or double roller), which is adapted to be fixed to the frame or seat of the simulator and adapted to stabilize the sliding of each of the first and second upper seatbelts 21, 22 and the connection system 6' in order to keep the direction of action of the adjustment device 80 constant.

[0094] According to one embodiment, the closure mechanism 3 is adapted to be anchored to at least one anchor point integral with the simulator frame or seat. Specifically, the locking mechanism 3 is restrained at least partially in a non-actively adjustable manner, for example, by means of a seatbelt that is passively adjustable only using a manual adjustment device, connected to the seat or simulator frame. This passively adjustable seatbelt may be one or more of the first and second center seatbelts 23, 24 or the first and second lower seatbelts 25, 26.

[0095] The subject of this invention is also a simulation device comprising a frame, a seat, and at least one active seatbelt system 1 according to the invention and described in the preceding paragraphs.

[0096] Preferably, the simulation device is equipped with a display and actuators, which are known to those skilled in the art and therefore will not be described further here.

[0097] For example, a simulation device is a device used to simulate driving a wheeled vehicle, aerospace vehicle, or marine vehicle or similar vehicle. Alternatively, a simulation device is, for example, a system capable of simulating the load of a passenger sitting in a roller coaster seat or a 4D cinema seat.

[0098] Innovatively, this invention overcomes the shortcomings of existing systems.

[0099] Innovatively, in fact, this invention enables the transfer of the resultant force, which has vertical, longitudinal, and most importantly, lateral components, to the passenger sitting in the seat, thereby significantly increasing the immersive experience of the simulation.

[0100] Advantageously, the present invention further enhances the ability of any simulation device to allow the driver to perceive static and low-frequency inertial loads.

[0101] Advantageously, this invention makes the simulation more faithful to the load transfer during actual vehicle use. In fact, the active seatbelt system, as the object of this invention, does not utilize active elements within the vehicle seat, but rather uses the seatbelt only as a means of stimulation. The seat passively serves as a means of restraint for the driver and a source of restraint reaction force, just as it would occur under actual normal dynamic conditions.

[0102] Conveniently, the present invention is adaptable to different seats and requires minimal modification to the seat to allow the side seat belt elements to pass through.

[0103] In particular, the invention enables the application of adjustable force to the driver's torso in a highly advantageous manner, especially by means of the rear seatbelt element 6, and even more effectively by means of the side seatbelts 65, 65'.

[0104] According to another advantage, the active seat belt system according to the invention, by means of the coordinated combination of the actuation system 8 and the additional connection system 6', enables the application of independent forces on each seat belt in order to obtain a resultant force pointing in any direction toward the seat.

[0105] According to another advantage, active seat belt systems enable the generation of forces in which the components are continuously modulated and have a wide range of amplitudes and low latency, thereby transmitting a combination of dynamic, static and low-frequency feedback to the driver.

[0106] Innovatively, this invention improves the tactile reproduction of force transmission in the lateral direction.

[0107] Advantageously, the presence of a mechanical locking system enables the seatbelt to maintain its function, especially in the ability to effectively hold the torso in an emergency.

[0108] Advantageously, the actuation system of each seat belt of the active seat belt system, which is the object of the present invention, operates in a dedicated manner, which improves the readiness and coordination between different systems on the market.

[0109] Advantageously, the variant of the connection system with cross and filler sections enables the maximization of the contact surface with the driver / passenger's hips, thereby improving the distribution of pressure and inertial loads.

[0110] Advantageously, the filler portion ensures that the connection system has better ergonomics and resistance.

[0111] Conveniently, the seatbelt guide element also provides support for the seatbelt and generates a constant traction direction.

[0112] Advantageously, and finally, this invention can significantly improve the effectiveness of driving simulators and fundamentally affect their operation. The initial description of the prior art shows how known simulators are strongly influenced by the problems addressed by this invention in terms of design, cost, and performance. Therefore, when the active seatbelt system described herein is used in a simulator, its design specifications, final performance, design, and cost can be fundamentally affected.

[0113] To meet specific needs, those skilled in the art can make various changes to the embodiments of the invention or replace the elements with other functionally equivalent elements.

[0114] These variations are also included within the scope of protection defined by the appended claims.

Claims

1. An active seatbelt system (1) for transferring load to a passenger or driver during simulation in a vehicle simulation device, the active seatbelt system comprising: A first upper seat belt (21) and a second upper seat belt (22), the first upper seat belt and the second upper seat belt being adapted to encircle the driver from the shoulder down across the chest to the abdomen, each of the first upper seat belt and the second upper seat belt (21, 22) including a first closed end (51) and a second closed end (52) at the respective lower ends (220, 220'). The closing mechanism (3) includes a first closing seat and a second closing seat (31, 32) that can engage with the first closing end and the second closing end (51, 52). The connection system (6') includes: The rear seat belt element (6) has a right end (61) that can engage with the first upper seat belt (21) and a left end (62) that can engage with the second upper seat belt (22), such that the rear seat belt element (6) is adapted to pass over the back to surround the driver. Side seat belts (65, 65') are connected to the rear seat belt element (6) at any point between the left end and the right end (61, 62). The active seatbelt system (1) includes an actuation system (8) adapted to apply a controllable load to each of the first upper seatbelt and the second upper seatbelt (21, 22) and to the connection system (6'). The actuation system (8) includes an adjustment element (80) and an active device (81) adapted to actuate the adjustment element (80) to actively change the length of the first upper seatbelt (21) and / or the second upper seatbelt (22) and the length of the connection system (6'), thereby changing the load transmitted to the driver.

2. The active seatbelt system (1) according to claim 1, wherein, Each of the first upper seat belt and the second upper seat belt (21, 22) includes a first connecting end (41) and a second connecting end (42) at the respective upper ends (210, 210'), the first connecting end and the second connecting end (41, 42) being adapted to be fastened to the frame of the simulation device or to one of the adjustment elements (80).

3. The active seatbelt system (1) according to claim 1 or 2, wherein, Each of the side seat belts (65, 65') is adapted to be restrained at its respective free end to one of the adjusting elements (80). Furthermore, the active device (81) is adapted to actuate the adjusting element (80) to actively change the length of each of the side seat belts (65, 65').

4. The active seatbelt system (1) according to any one of the preceding claims, wherein, The rear seatbelt element (6) is a single seatbelt element extending along a preferred extension direction between the left and right ends (61, 62).

5. The active seatbelt system (1) according to claim 1, 2, or 3, wherein the rear seatbelt element (6) comprises: The central portion (600) is defined by the first cross end and the second cross end (601, 602); The first branch of the seat belt element (621, 621', 621") extends between the first cross end (601) and the right end (61); The second branch of the seat belt element (622, 622', 622") extends between the second cross end (602) and the left end (62); The first bifurcated seat belt element (621, 621', 621") and the second bifurcated belt element (622, 622', 622") extend radially from the first cross end (601) and the second cross end (602), respectively, and together with the first upper seat belt (21) and the second upper seat belt (22), define a cross surface suitable for contact with the driver's hips.

6. The active seatbelt system (1) according to claim 5, wherein, The connection system (6') includes, for example, a padding portion (67, 68) made of fabric, which is respectively arranged between the first bifurcated seat belt element (621, 621', 621") and the first upper seat belt (21) and between the second bifurcated seat belt element (622, 622', 622") and the second upper seat belt (22) to maximize the area of ​​the cross surface.

7. The active seatbelt system (1) according to claim 1, 2, or 3, wherein, The rear seatbelt element (6) includes a plurality of seatbelts (70, 71, 72) extending in mutually parallel preferred directions and between the left and right ends (61, 62), such that the plurality of seatbelts (70, 71, 72), together with the first and second upper seatbelts (21, 22), define a rear surface suitable for contact with the driver's back and hips.

8. The active seatbelt system (1) according to claim 7, wherein, The connection system (6') includes, for example, a padding portion (67, 68) made of fabric, which is arranged between the plurality of seat belts (70, 71, 72) to maximize the area of ​​the rear surface.

9. The active seat belt system (1) according to any one of the preceding claims, comprising a mechanical locking device adapted to establish a maximum length of each of the first upper seat belt and the second upper seat belt (21, 22) and a maximum length of the connection system (6') in order to limit the movement of the adjusting element (80).

10. The active safety system (1) according to any one of the preceding claims, wherein, The actuation system (8) is adapted to operate in a unilateral configuration, wherein the adjustment element (80) is adapted to reduce the length of each of the first upper seat belt and the second upper seat belt (21, 22) and the length of the connection system (6'), thereby increasing the load transmitted to the driver / passenger relative to a predetermined preload condition on the driver / passenger.

11. The active safety system (1) according to any one of the preceding claims, wherein, The actuation system (8) is adapted to operate in a dual configuration, wherein the adjusting element (80) is adapted to both decrease the length of each of the first and second upper seat belts (21, 22) and the length of the connecting system (6') and increase the length of each of the first and second upper seat belts (21, 22) and the length of the connecting system (6') to increase or decrease the load transmitted to the driver / passenger relative to a predetermined preload condition on the driver / passenger.

12. The active seatbelt system (1) according to any one of the preceding claims, comprising a first center seatbelt (23) and a second center seatbelt (24), the first and second center seatbelts being adapted to pass over the pelvis to encircle the driver, wherein, The first center seat belt (23) and the second center seat belt (24) each include a first center connecting end (43) and a second center connecting end (44) at their respective distal ends (230, 230'), the first center connecting end and the second center connecting end (43, 44) being adapted to be fastened to the frame of the simulation device or to one of the adjusting elements (80). Furthermore, the active device (81) is adapted to actuate the adjustment element (80) to actively change the length of the first center seat belt (23) and / or the second center seat belt (24).

13. The active seatbelt system (1) according to any one of the preceding claims, further comprising a first lower seatbelt (25) and a second lower seatbelt (26), the first and second lower seatbelts being adapted to pass between the legs to encircle the driver, the first and second lower seatbelts (25, 26) comprising a first lower connecting end (45) and a second lower connecting end (46) at respective lower ends (250, 250'), the first and second lower connecting ends (45, 46) being adapted to be fastened to the frame or seat of the simulator. And among them, Each of the first lower seat belt and the second lower seat belt (25, 26) is constrained to the closing mechanism.

14. The active seatbelt system (1) according to any one of the preceding claims, comprising a manual adjustment device (100), such as a sliding buckle, for each of the first upper seatbelt and the second upper seatbelt (21, 22) and the rear seatbelt element (6). The manual adjustment device (100) is adapted to be manipulated to manually change the length of each of the first and second upper seat belts (21, 22) and the length of the rear seat belt element (6).

15. An active seat belt system (1) according to any of the preceding claims, comprising a seat belt guide element (99), for example with a bracket having a single or double roller seat belt guide device, the seat belt guide element being adapted to be fastened to the seat or frame of the simulator, and adapted to stabilize the sliding of each of the first upper seat belt and the second upper seat belt (21, 22) and the connection system (6') in order to keep the direction of action of the adjusting element (80) constant.

16. A simulation device comprising: frame; Seats; The active seat belt system (1) according to any one of the preceding claims is adapted to cooperate with the frame and / or seat.

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