Seat belt retractor and seat belt assembly

Abstract

This disclosure relates to a seatbelt retractor for installation in a seat. The seatbelt retractor includes an adaptive vehicle-feeling device and an adaptive vehicle-feeling suppression device. The adaptive vehicle-feeling suppression device includes a suppression member having a stop portion, and the adaptive vehicle-feeling device has a corresponding stop portion that interacts with the stop portion. The seatbelt retractor also includes an engagement control device. When the engagement control device receives an activation signal, it is activated and applies a driving force to the suppression member to prevent the stop portion of the suppression member from engaging with the corresponding stop portion of the adaptive vehicle-feeling device. When the engagement control device receives a deactivation signal, it is deactivated, canceling the driving force applied to the suppression member to prevent movement of the suppression member. This disclosure also relates to a seatbelt assembly.

Description

Technical Field

[0001] This disclosure relates to the field of seat belt assembly technology, and more specifically to a seat belt retractor and a seat belt assembly. Background Technology

[0002] With the rapid development of the automotive industry, people's requirements for the safety and comfort of cars are constantly increasing.

[0003] Some seatbelt retractors are known to be equipped with locking devices to lock the retractor's drum in emergency situations, providing better protection for occupants. Additionally, some seatbelt retractors incorporate vehicle sensing devices to trigger the locking function of the locking device in emergency situations. Various forms of vehicle sensing devices are known in practice, particularly for sensing vehicle acceleration / deceleration and / or tilt angle and / or other parameters reflecting the vehicle's emergency operating state. For example, when the angle between the plane of the seatbelt retractor's vehicle sensing component and the horizontal plane reaches or exceeds a predetermined threshold, the vehicle sensing device can trigger the locking function to lock the drum. Furthermore, for some seatbelt retractors installed on car seat backs, due to the increasing adjustable angles of car seat backs, fixed-angle locking vehicle sensing components are insufficient; therefore, gravity-adaptive adjustment vehicle sensing components have become essential. Currently, the mainstream gravity-adaptive adjustment vehicle sensing components on the market are mechanical, maintaining a vertically downward position throughout seat back adjustment.

[0004] For seatbelt retractors equipped with gravity-adaptive motion-sensing components, when the movement of the webbing is coupled or interlocked with the movement of the suppression device for the gravity-adaptive motion-sensing component, the webbing will be continuously pulled out as the backrest angle changes during seat rearward adjustment, causing the retractor drum to rotate. This can also lead to the retractor locking function being falsely triggered. Specifically, when the webbing is pulled out, the retractor drum will cause the suppression component of the suppression device to rotate towards the gravity-adaptive motion-sensing component. After rotating a certain angle, the stop part of the suppression component engages with the corresponding stop part of the gravity-adaptive motion-sensing component, suppressing the gravity-adaptive motion-sensing component. It cannot continue to maintain a vertical downward state during the seat backrest adjustment. At this time, the gravity-adaptive motion-sensing component cannot adaptively adjust. As the subsequent backrest adjustment angle reaches or exceeds the preset tilt angle threshold of the motion-sensing component, the retractor will trigger the locking function, causing the webbing to be unable to be pulled out, thus becoming increasingly tight, compressing the occupant's chest and abdomen, and making it difficult to unlock. Summary of the Invention

[0005] The purpose of this disclosure is to provide a seatbelt retractor that ensures that the adaptive vehicle sensing device is not locked during seat adjustment, and that the adaptive vehicle sensing device is not locked in a random position or misaligned locking when the seat adjustment is completed.

[0006] Another object of this disclosure is to provide a seat belt assembly.

[0007] The first aspect of this disclosure relates to a seatbelt retractor for installation in a seat, the seatbelt retractor including an adaptive vehicle-feeling device driven by its own weight and a vehicle-feeling adaptive suppression device for suppressing the adaptive vehicle-feeling device, wherein the adaptive vehicle-feeling suppression device includes a suppression member having a stop portion, and the adaptive vehicle-feeling device has a corresponding stop portion that interacts with the stop portion, the stop portion engaging with the corresponding stop portion to lock the adaptive vehicle-feeling device, characterized in that the seatbelt retractor further includes an engagement control device for controlling the engagement state of the adaptive vehicle-feeling suppression device and the adaptive vehicle-feeling device, wherein when the engagement control device receives an activation signal, the engagement control device is activated and applies a driving force to the suppression member of the adaptive vehicle-feeling suppression device to prevent the stop portion of the suppression member from engaging with the corresponding stop portion of the adaptive vehicle-feeling device, thereby preventing the adaptive vehicle-feeling device from locking; when the engagement control device receives a deactivation signal, the engagement control device is deactivated, canceling the driving force applied to the suppression member of the adaptive vehicle-feeling device to prevent the suppression member from moving.

[0008] Compared with the prior art, the present invention can control the engagement state of the adaptive vehicle sensing device and the adaptive vehicle sensing suppression device. On the one hand, it can solve problems such as the adaptive vehicle sensing device accidentally locking when the seat is adjusted backward and the resulting seat belt retractor accidentally locking. On the other hand, it can prevent the suppression component from moving at the end of the seat adjustment period, so that the suppression component can be pulled out with the webbing and engage with the adaptive vehicle sensing device, so that the acceleration and tilt angle locking performance of the seat belt retractor equipped with the gravity adaptive vehicle sensing device meets the requirements of regulations or relevant standards.

[0009] Here, the activation signal for the engagement control device can be generated continuously or intermittently during seat adjustment, while the deactivation signal for the engagement control device can be generated when seat adjustment ends. For example, the vehicle or seat controller can emit electrical signals for seat adjustment, such as voltage or current signals. The activation and deactivation signals can be, for example, electrical signals received by the engagement control device, such as voltage or current signals. When seat adjustment begins, for example, the electrical signal increases from zero to a certain value, thereby generating the activation signal. This value can be maintained throughout seat adjustment, thus continuously generating the activation signal and keeping the engagement control device continuously activated. Of course, the electrical signal can also exist intermittently during seat adjustment, thus intermittently generating the activation signal. When seat adjustment stops, for example, the electrical signal drops from the aforementioned value to zero; this change manifests as a deactivation signal, causing the engagement control device to deactivate. Of course, the activation and deactivation signals can also be other forms of signals.

[0010] The generation or triggering of activation and deactivation signals can occur in various ways. For example, in the case of a power seat, an activation signal is generated when the occupant operates the seat adjustment button to adjust the seat, and a deactivation signal is generated when the occupant finishes operating the button. This seat adjustment button can be a physical button or a virtual button on a display screen, such as on a central control screen or a mobile terminal connected to the vehicle control system. As another example, when a power seat has a one-touch reclining function, if the occupant presses the one-touch reclining button, the one-touch reclining program will run automatically. The start of this program will generate an activation signal, and the end of the program will generate a deactivation signal.

[0011] As mentioned above, both activation and deactivation signals can be related to seat adjustment. When the seatbelt retractor is installed in the seat, it is typically located in the seat back. Here, seat adjustment can be understood as any seat adjustment that causes a change in the angle of the seat back. Furthermore, seat adjustment can also be understood as a change in the position of the seatbelt retractor relative to the vehicle body.

[0012] In some embodiments, the seatbelt retractor includes a reel that can directly or indirectly drive a restraining member to move. The restraining member is movable between a stop position and a stop position. In the stop position, the stop portion of the restraining member is engaged with a corresponding stop portion of the adaptive vehicle sensing device. In the stop position, the stop portion of the restraining member is disengaged from the corresponding stop portion of the adaptive vehicle sensing device, and the restraining member is stopped. The restraining member is kinematically coupled to the reel such that when the reel rotates in the winding direction, the restraining member can move in a first direction before entering the stop position, and when the reel rotates in the unwinding direction, the restraining member can move in a second direction opposite to the first direction before entering the stop position. The engagement control device is configured to, upon receiving an activation signal, move the restraining member in the first direction before entering the stop position, and hold the restraining member in the stop position when it is in the stop position. For example, when the seat is adjusted, especially when the seat back is adjusted backward, the webbing is pulled out. Because of the engagement control device of this disclosure, upon receiving an activation signal, the engagement control device moves the inhibiting member in the first direction before it enters the stop position, or keeps the inhibiting member in the stop position when it is already in the stop position. Therefore, even if the webbing is pulled out, the inhibiting member will not move towards the adaptive vehicle sensing device in the second direction, but will move away from the adaptive vehicle sensing device in the first direction or remain in the stop position, thereby ensuring that the adaptive vehicle sensing device is not locked, and thus ensuring that the retractor does not lock accidentally. This solves the problem of the retractor locking accidentally due to the adaptive vehicle sensing device locking accidentally, and allows the webbing to be pulled out freely when the seat is adjusted, especially when the seat back is adjusted backward, thereby solving the problem of the webbing pressing on the occupant's chest.

[0013] Here, "the tape reel can directly or indirectly drive the suppressing component to move" means that the tape reel can directly drive the suppressing component to move, or it can indirectly drive the suppressing component to move through other components, such as additional driving components. "The suppressing component and the tape reel are motion-coupled" means that when the tape reel directly drives the suppressing component, the rotation of the tape reel will cause the suppressing component to rotate together; while when the tape reel indirectly drives the suppressing component, that is, when there is a driving component between the tape reel and the suppressing component, the tape reel can be directly connected to the driving component, so that the rotation of the tape reel will also cause the suppressing component to rotate together, or the tape reel can be indirectly connected to the driving component via a transmission mechanism. When the tape reel is indirectly connected to the driving component via a transmission mechanism, the driving component can be arranged coaxially with the tape reel or coaxially with it. Furthermore, due to the presence of a transmission mechanism, the rotational motion of the tape reel can be converted into the rotational motion, linear motion, or other forms of motion of the driving component, depending on the structure of the transmission mechanism. In this case, the driving component will drive the suppressing component to perform the corresponding rotational motion, linear motion, or other forms of motion.

[0014] In some embodiments, the inhibiting member can be driven by the tape reel through adhesion, wherein the engagement control device is configured to apply a driving force to the inhibiting member such that the inhibiting member can overcome the adhesion and move in a first direction before the inhibiting member has entered the stop position. Thus, the magnitude of the driving force of the engagement control device can be conveniently set, and this driving force can be selected to be greater than the adhesion applied to the inhibiting member.

[0015] Here, adhesion can be achieved through friction acting on the suppressing component. When the tape reel directly drives the suppressing component, the adhesion can be the friction between the tape reel and the suppressing component. When the tape reel indirectly drives the suppressing component, for example, via the driving component, the adhesion can be the friction between the driving component and the suppressing component. Besides friction, adhesion can also be other forms of force. The characteristic of this adhesion is that when an external force is applied to the suppressing component, if the external force is less than a critical value for adhesion, the suppressing component remains stationary relative to the tape reel; however, if the external force increases to exceed the critical value for adhesion, the suppressing component moves relative to the tape reel.

[0016] In one embodiment, when the engagement control device receives a deactivation signal and deactivates, the inhibiting member remains stationary due to the adhesion force. Therefore, based on the adhesion force acting on the inhibiting member, even when the engagement control device receives a deactivation signal and deactivates, the inhibiting member will not undergo a reset movement as in the prior art, particularly resetting to engage with the engagement control device. Thus, in this disclosure, the engagement control device utilizes the adhesion force, which can be used by the tape reel to move the inhibiting member, to keep the inhibiting member stationary when the engagement control device is deactivated, thereby achieving full utilization of the adhesion force.

[0017] In some embodiments, the engagement control device includes a drive member and a driven member, wherein the drive member is capable of driving the driven member to undergo relative motion, wherein...

[0018] The driving component is fixedly connected to the restraining component, while the driven component is fixedly connected to the stationary component of the seatbelt retractor, or

[0019] The driving component is fixedly connected to the stationary part of the seatbelt retractor, while the driven component is fixedly connected to the restraining component. Therefore, the arrangement or fixed position of the driving and driven components of the engagement control device can be flexibly set according to actual needs. Here, the stationary part refers to the component that is fixed within the seatbelt retractor system.

[0020] In some embodiments, the engagement control device is configured as an electromagnetic drive device, which includes a current receiver as a driving element and a magnet as a driven element. The current receiver receives input current, and the magnet provides a magnetic field. The current receiver and the magnet are arranged relative to each other such that the current receiver receiving the input current interacts with the magnetic field of the magnet, thereby generating the desired driving force. By employing an electromagnetic drive device with a current receiver and a magnet as the engagement control device, the advantage of the current receiver and magnet not being in contact with each other can be utilized to achieve a particularly flexible arrangement of the current receiver and magnet. Furthermore, the magnitude and direction of the driving force can be precisely set as needed by adjusting parameters such as the magnitude of the current flowing through the current receiver, the resistance of the current receiver, the distance between the current receiver and the magnet, and the magnetic characteristics of the magnet itself.

[0021] In some embodiments, the shape of the current receiver, the direction of the input current, and the magnetic poles of the magnet are configured such that the desired driving force can be generated. By appropriately configuring the shape of the current receiver, the direction of the input current, and the magnetic poles of the magnet, the desired driving force can be obtained in an advantageous manner.

[0022] In some embodiments, a recessed first receiving portion for accommodating a current receiver is provided in the stationary component of the seatbelt retractor, wherein the current receiver is disposed in the first receiving portion; the shape of the first receiving portion is designed such that the current receiver can be disposed in the first receiving portion with a matching shape. This allows the current receiver to be stably disposed in the first receiving portion of the stationary component without being easily displaced or misaligned due to possible vibrations.

[0023] In some embodiments, the current receiver is configured to be flat. This allows for a space-saving arrangement of the current receiver, resulting in a compact arrangement.

[0024] In some embodiments, the current receiver has at least two wire segments spaced at a constant distance from each other. When not energized, these two wire segments are arranged relative to the magnet such that the magnetic field lines of the magnet pass through one of the first wire segments in a first magnetic field line direction and through a second wire segment parallel to and opposite to the first wire segment in a second magnetic field line direction opposite to the first magnetic field line direction. This allows the first and second wire segments of the coil to generate Ampere forces pointing in the same direction when energized, and the resultant force of these Ampere forces can constitute the desired driving force depending on the fixed position of the coil. When the current receiver is positioned on a stationary component of the seatbelt retractor, the reaction force of the Ampere force constitutes the driving force. Conversely, when the current receiver is positioned on a movable restraining component, the Ampere force itself constitutes the driving force. This allows the desired driving force to be obtained using limited materials and arrangement space.

[0025] In some embodiments, the at least two wire segments spaced at a constant distance from each other are configured as straight lines or arcs. When the wire segments are configured as straight lines, the wire segments spaced at a constant distance from each other are parallel to each other.

[0026] In some embodiments, the current receiver is constructed as a coil. This allows for an advantageous construction and arrangement of the current receiver.

[0027] In some embodiments, a support is provided in the coil, which is configured to expand the coil to obtain the desired coil shape. This allows the shape of the coil to remain stable.

[0028] In some embodiments, the coil is rectangular, trapezoidal, or sector-shaped. This allows the desired driving force to be obtained using limited materials and arrangement space.

[0029] In some embodiments, the stationary component of the seatbelt retractor is constructed as a mechanical side cover. Since the adaptive vehicle sensing device is typically located in the axial end region of the reel near the mechanical side cover, and the adaptive vehicle sensing suppression device can be mounted on the mechanical side cover, using the mechanical side cover as a stationary component for arranging one of the drive and driven elements of the engagement control device allows for advantageous arrangement and fixation of the drive element, such as a current receiver, especially a coil, or the driven element, such as a magnet. For example, a favorable small spacing between the current receiver and the magnet can be achieved. Furthermore, there is ample room for design on the mechanical side cover.

[0030] In some embodiments, the suppressing member has an arc-shaped head, which is coaxially arranged with the tape reel, and a magnet is arranged at the arc-shaped head, wherein the magnet is constructed in an arc shape. This achieves an advantageous arrangement and shape of the magnet.

[0031] In some embodiments, an arc-shaped second receiving portion is provided in the arc-shaped head of the suppressing member for accommodating an arc-shaped magnet, wherein the second receiving portion is provided on the side of the arc-shaped head facing the stationary member. This achieves advantageous accommodating of the magnet. When the second receiving portion is provided on the side of the arc-shaped head facing the stationary member, such as a mechanical side cover, an advantageous magnet arrangement can be achieved.

[0032] In some embodiments, the engagement control device is configured to receive an activation signal during seat adjustment and a deactivation signal when seat adjustment is completed.

[0033] A second aspect of this disclosure relates to a seatbelt assembly including webbing and a seatbelt retractor according to any embodiment of this disclosure, the webbing being wound onto a reel of the seatbelt retractor.

[0034] The technical features mentioned above, those to be mentioned below, and those shown individually in the accompanying drawings can be combined arbitrarily, provided that the combined technical features are not contradictory. All feasible combinations of features are the technical content explicitly described herein. Any one of the multiple sub-features contained in the same statement can be applied independently, without necessarily being applied together with other sub-features. Attached Figure Description

[0035] The present disclosure will be further described below with reference to the illustrative drawings and exemplary embodiments. Wherein:

[0036] Figure 1 A schematic perspective view of a seatbelt retractor according to an embodiment of the present disclosure is shown, wherein the mechanical side cover and engagement control device are not shown.

[0037] Figure 2 A schematic perspective view of a seatbelt retractor according to one embodiment of the present disclosure is shown.

[0038] Figure 3 A schematic exploded view of a seatbelt retractor according to one embodiment of the present disclosure is shown.

[0039] Figure 4 Another schematic exploded view of a seatbelt retractor according to one embodiment of the present disclosure is shown.

[0040] Figure 5a A schematic side view is shown, viewed from the tape reel toward the mechanical side cover, of the vehicle-sensing adaptive suppression device and the adaptive vehicle-sensing device.

[0041] Figure 5b A schematic side view of the mechanical side cover with the coil of the electromagnetic drive unit, viewed from the outside towards the mechanical side cover.

[0042] Figure 6a A schematic diagram showing the current direction of the coil of the electromagnetic drive device of a seatbelt retractor according to an embodiment of the present disclosure after being energized.

[0043] Figure 6b A schematic diagram showing the magnetic field direction of the magnet of the electromagnetic drive device of a seatbelt retractor according to an embodiment of the present disclosure is shown.

[0044] Figure 6c The diagram illustrates the interaction principle between the coil and the magnetic field of the electromagnetic drive device of a seatbelt retractor according to an embodiment of the present disclosure, as well as the motion of the swing pawl.

[0045] Figure 6d A schematic diagram of the structure of a seatbelt retractor with a support is shown according to an embodiment of the present disclosure.

[0046] Figure 7 A flowchart illustrating the operation of an electromagnetic drive device for a seatbelt retractor according to an embodiment of the present disclosure is shown. Detailed Implementation

[0047] Firstly, by using Figures 1 to 5b A seatbelt retractor according to one embodiment of this disclosure is described. Locking

[0048] from Figures 1 to 4 As can be seen from the above, the seat belt retractor according to this embodiment includes a retractor 1, a belt sensing device 2, an adaptive vehicle sensing device 3 driven by its own gravity, a vehicle sensing adaptive suppression device 6 for suppressing the adaptive vehicle sensing device, a locking claw 8 for locking the belt sensing device 2, and an engagement control device 7 for controlling the engagement state of the vehicle sensing adaptive suppression device 6 and the adaptive vehicle sensing device 3.

[0049] like Figure 3 As shown, the seatbelt retractor also includes a mechanical side cover 4 and a vehicle-sensing side cover 5, wherein the vehicle-sensing side cover 5 is assembled with the mechanical side cover 4 to secure the adaptive vehicle-sensing device 3. Furthermore, a vehicle-sensing adaptive suppression device 6 is mounted on the mechanical side cover 4, particularly on the mechanical side cover mounting shaft 4-1. Figure 3 As can be seen from the diagram, the adaptive vehicle sensing device 3 includes a sensitive seat 32, a sensitive claw 31, an inertial body 33, and an inertial block 34.

[0050] The vehicle-feel adaptive suppression device 6 may include a suppression component 62 and a driving component 61. Figure 3 and Figure 4 In the illustrated embodiment, the suppressing component 62 is implemented by a swing claw, while the driving component 61 is implemented by an eccentric disk. The driving component 61 can rotate synchronously with the tape reel 1. The suppressing component 62 is arranged on the driving component 61, which can drive the suppressing component 62 to rotate together. To achieve this driven rotation, a spring 63 is arranged outside the suppressing component 62 to clamp the suppressing component 62 onto the driving component 61, thereby generating an adhesion force between the suppressing component 62 and the driving component 61. This adhesion force exists in the form of friction. At this time, the vehicle feel adaptive suppressing device 6 is constructed as a swing claw assembly, and includes a swing claw as the suppressing component 62, an eccentric disk of the driving component 61, and a spring 63 for providing adhesion force.

[0051] The connection relationship between the suppressing component 62, the driving component 61, and the spring 63 is described in detail below. A feature hole 61-1 is provided inside the driving component 61 for assembling the suppressing component 62 onto the mechanical side cover 4. Furthermore, the driving component 61 has a driving component-engaging tooth 61-2, which engages with the tape drum-engaging tooth 1-1 at the head of the tape drum 1 to achieve synchronous rotation of the driving component 61 and the tape drum 1. Additionally, a smooth first groove 61-3 is provided on the outer side of the driving component 61 for assembling the suppressing component 62. The suppressing component 62 has a recess 62-2 at its head for assembling the driving component 61. The head of the suppressing component 62 is coaxially arranged with the tape drum 1. The suppressing component 62 has a second groove 62-3 on the outer side of its head for assembling the spring 63. The spring 63 is fixed in the second groove 62-3 at the head of the suppressing member 62 by its own spring force, and thereby holds the suppressing member 62 on the driving member 61, wherein there is an adhesion force between the suppressing member 62 and the driving member 61.

[0052] Of course, it is also conceivable that there is no spring 63. In some embodiments, adhesion can be achieved by the elastic force of the suppressing member 62 itself. For example, when the driving member is of other forms, a portion of the suppressing member 62 can be clamped into a gap structure of the driving member and adhesion is generated by clamping.

[0053] Alternatively, it is conceivable that there is no driving component 61. In some embodiments, the suppressing component 62 can be directly driven by the tape reel 1, and there is an adhesion between the suppressing component 62 and the tape reel 1.

[0054] To suppress the adaptive vehicle sensing function of the adaptive vehicle sensing device 3 when needed, the suppression member 62 has a stop portion 62-1, and the adaptive vehicle sensing device 3 has a corresponding stop portion 32-1 that works in conjunction with the stop portion 62-1. The stop portion 62-1 of the suppression member 62 is a meshing tooth or pawl located at its tail, and the corresponding stop portion 32-1 of the adaptive vehicle sensing device 3 is a corresponding meshing tooth located on the sensitive seat 32. The stop portion 62-1 can engage with the corresponding stop portion 32-1 to lock the adaptive vehicle sensing device 3.

[0055] In this embodiment, the tape reel 1 drives the driving member 61 and indirectly drives the suppressing member 62 to move via the driving member 61. Of course, in another embodiment, the tape reel 1 can also directly drive the suppressing member 62 to move. The suppressing member 62 can move between a stop position and a stop position. In the stop position, the stop portion 62-1 of the suppressing member 62 is engaged with the corresponding stop portion 32-1 of the adaptive vehicle sensing device 3. In the stop position, the stop portion 62-1 of the suppressing member 62 is disengaged from the corresponding stop portion 32-1 of the adaptive vehicle sensing device 3, and the suppressing member 62 is stopped. In both indirect and direct driving cases, when the tape reel 1 rotates in the winding direction, the suppressing member 62 can move in the first direction R1 before reaching the stop position, until it reaches the stop position. And when the tape reel 1 rotates in the unwinding direction, the suppressing member 62 can move in the second direction R2, opposite to the first direction R1, before reaching the stop position, until it reaches the stop position and engages with the adaptive vehicle sensing device 3. Figure 5a and Figure 6d The first direction R1 and the second direction R2 shown are merely exemplary. As mentioned above, when the tape reel 1 indirectly drives the suppressing member 62 to move, a transmission mechanism may exist between the tape reel 1 and the suppressing member 62. This transmission mechanism can, for example, convert the rotational motion of the tape reel 1 into a desired form of motion, such as rotational motion, especially oscillating motion, or linear motion. Therefore, the directions of the first direction R1 and the second direction R2 are not limited to... Figure 5a and Figure 6d The pointer shown is pointing to the target.

[0056] The working principle of engagement control device 7 will be described next.

[0057] The main function of the engagement control device 7 disclosed herein is to prevent, for example, accidental locking of the adaptive vehicle sensing device 3 during seat adjustment and the resulting accidental locking of the seat belt retractor, as well as to prevent, for example, random or misaligned locking of the adaptive vehicle sensing device 3 at the end of seat adjustment. To this end, for example, an activation signal is continuously or intermittently sent to the engagement control device 7 during seat adjustment. When the engagement control device 7 receives the activation signal, it is activated and applies a driving force to the suppression member 62 of the adaptive vehicle sensing suppression device 6. This causes the suppression member 62 to move against the adhesion force in the first direction R1 before it enters the stop position, or to remain in the stop position when it is in the stop position, so that the stop portion 62-1 of the suppression member 62 does not engage with the corresponding stop portion 32-1 of the adaptive vehicle sensing device 3, thereby preventing the adaptive vehicle sensing device 3 from locking. Furthermore, for example, a deactivation signal is sent to the engagement control device 7 when the seat adjustment ends. When the engagement control device 7 receives the deactivation signal, the engagement control device 7 is deactivated, and the driving force applied to the suppression component 62 of the adaptive vehicle sensing device 3 is canceled, so as to cause the suppression component 62 to stop moving. The suppression component 62 does not move based on the adhesion force, so that the suppression component 62 will not move again in the first direction R1 or towards the adaptive vehicle sensing device 3 when the seat adjustment ends, which may cause the adaptive vehicle sensing device 3 to randomly lock or misalign lock.

[0058] In this embodiment, without affecting the linkage between the tape reel 1 and the suppressing member 62, measures are taken to prevent the adaptive vehicle sensing device 3 from accidentally locking during seat adjustment and to prevent the adaptive vehicle sensing device 3 from randomly locking or misaligning when the seat adjustment ends. This is achieved by fully utilizing the adhesion force required by the tape reel 1 to move the suppressing member 62, so that the adhesion force is simultaneously used to prevent the adaptive vehicle sensing device 3 from resetting when the seat adjustment ends. Therefore, the engagement control device 7 of this disclosure achieves a dual utilization of adhesion force, which is ingeniously designed.

[0059] However, it should be emphasized that the means to prevent the movement of the suppressing member 62 when the engagement control device 7 is deactivated can also be achieved by a holding force in other situations, such as a holding force not directed at the drive of the tape reel 1, which can also be an adhesion force. Furthermore, this means to prevent the movement of the suppressing member 62 can also be achieved by a form-locking mechanism, for example, the suppressing member 62 enters a form-locking state when the engagement control device 7 is activated and remains in the form-locking state when the engagement control device 7 is deactivated. To disengage the suppressing member 62 from this form-locking state, a certain force directed along the second direction R2 needs to be applied to the suppressing member 62.

[0060] Next, combine Figures 3 to 6d The specific design and operating principle of the engagement control device 7 are described below. The engagement control device 7 according to this disclosure is constructed as an electromagnetic drive device, which includes a current receiver and a magnet 71. The current receiver is used to receive an input current, and the magnet 71 is used to provide a magnetic field. The magnet 71 is arranged on the arcuate head of a movable suppression member 62, while the current receiver is constructed as a coil 72 and is fixedly arranged on the mechanical side cover 4. In other embodiments, it is also conceivable to arrange the magnet 71 on the mechanical side cover 4 and the coil 72 on the suppression member 62. To obtain the desired driving force, in the absence of power, the current receiver and the magnet 71 are arranged relative to each other such that the current receiver receiving the input current interacts with the magnetic field of the magnet 71, thereby generating the required driving force. This involves the shape of the current receiver, the current direction of the input current, and the magnetic poles of the magnet 71, which will be described in detail below.

[0061] Besides the construction of coil 72, the current receiver can also be constructed in other forms. For example, in one embodiment, the circuit receiver can be constructed as a meandering wire structure, which can have multiple wire segments spaced at constant intervals. Furthermore, the circuit receiver can be a closed structure with at least two wire segments spaced at constant intervals, such a closed structure can be rectangular, trapezoidal, or fan-shaped. In short, the circuit receiver should have at least two wire segments spaced at constant intervals so that when the circuit receiver is energized, the two spaced wire segments can generate the largest possible Ampere force within limited space and materials. The current receiver is constructed flat to achieve a space-saving arrangement. In this embodiment, the current receiver is fixedly arranged in the upper region outside the mechanical side cover 4, such as... Figure 5b As shown. In other embodiments, the current receiver can also be fixed to the inside of the mechanical side cover 4. To fix the current receiver, as... Figure 5bAs shown, a recessed first receiving portion 41 is provided on the mechanical side cover 4 for arranging a current receiving element, for example, configured as a coil 72. The shape of the first receiving portion 41 substantially matches the shape of the current receiving element. In one embodiment, as from Figures 6a to 6c As can be clearly seen, the current receiving element is constructed as a flat coil 72. Furthermore, this coil 72 has a rectangular, such as a square, shape (see [reference]). Figure 5b The shape of the coil 72 can be imagined, in addition to a rectangular shape. Other shapes besides rectangular are also possible, such as trapezoidal or sector-shaped. Figure 6d As shown, a bracket 73 is provided in the coil 72 to support the coil 72.

[0062] Regarding the structure and arrangement of magnet 71, from Figure 6c As can be clearly seen, the magnet 71 is correspondingly constructed in an arc shape to facilitate its placement at the arc-shaped head of the suppressing member 62. To accommodate the arc-shaped magnet 71, an arc-shaped second receiving portion 63 is also provided in the arc-shaped head of the suppressing member 62. This second receiving portion 63 is arranged on the side of the arc-shaped head of the suppressing member 62 facing the mechanical side cover 4, thus... Figure 5a The second receiving portion 63 and the corresponding magnet 71 are not visible in the image, but... Figure 6c The second accommodating part 63 and the magnet 71 can be seen in the image.

[0063] The following uses Figures 6a to 6c The interaction between the current receiving element, configured as coil 72, and the magnet 71 in the electromagnetic drive device is described.

[0064] When the engagement control device 7 receives an activation signal, input current flows into coil 72, and the direction of input current flow can be from... Figure 6a and Figure 6c As can be seen from this, regarding the direction of input current flow, the magnet 71 is arranged on the suppressing member 62, which is configured as a wobbling claw, and the coil 72 is arranged at the mechanical side cover 4, such that the magnet 71 and the coil 72 have the following relative arrangement structure. In this relative arrangement structure, when the coil 72 is not energized, the coil 72 is positioned directly opposite the magnet 71, and the magnetic field lines from the N pole of the magnet 71 pass through the lower section of the coil 72 from below and then through the upper section of the coil 72 from above to reach the S pole of the magnet 71, thereby forming a... Figure 6b and Figure 6c The interaction between the magnetic field lines and coil 72 is shown in the diagram, wherein... Figure 6b Solid circles in the diagram represent circles exiting the drawing plane, while circles marked with an "×" represent circles entering the drawing plane; when coil 72 is energized, the input current follows the formula as follows: Figure 6a and Figure 6cAs shown, the current flows within coil 72, thus, according to the left-hand rule, based on the constant spacing between the upper and lower sections of coil 72, and especially their parallel arrangement, generating Ampere forces perpendicular to and pointing downwards from the upper and lower sections of coil 72 in both sections. The resultant force of these Ampere forces also points downwards. Since coil 72 is fixedly arranged at the mechanical side cover 4, according to Newton's third law, a reaction force opposite to the Ampere force is generated on magnet 71, which can be used as a driving force. This driving force causes the pawl to overcome the adhesion force and move in the first direction R1 before the pawl enters the stop position, as shown in... Figure 6c The swinging pawl shown moves in the direction R3. Figure 6c The direction of the force on the coil is R4 and the direction of the force on the magnet is R5.

[0065] The following uses Figure 7 The operation of the engagement control device 7, which is an electromagnetic drive device according to the present disclosure, is described.

[0066] For example, when the seat adjustment begins, an activation signal is output. This signal is then input to the seatbelt retractor and transmitted to the electromagnetic drive unit. Upon receiving the activation signal, current flows into the coil 72 of the electromagnetic drive unit. The energized coil 72 experiences a force from the magnet 71, and the stationary coil 72 in turn generates a reaction force on the magnet 71. Since the magnet 71 is positioned at the suppression component 62, which is configured as a pawl, the reaction force acting on the magnet 71 serves as the driving force to move the pawl. When the pawl engages with the adaptive vehicle sensing device 3, this driving force causes the pawl to disengage from the adaptive vehicle sensing device 3, allowing the adaptive vehicle sensing device 3 to adjust freely. At this time, the seatbelt retractor does not trigger the locking function, allowing the webbing to be pulled out freely without being locked and compressing the occupant's chest during seat adjustment. It should be noted that this refers to the case where the swing pawl is engaged with the adaptive vehicle sensing device 3 when the seat adjustment begins. In other cases, the swing pawl may already be disengaged from the adaptive vehicle sensing device 3 when the seat adjustment begins. Thus, the electromagnetic drive device can keep the swing pawl and the adaptive vehicle sensing device 3 disengaged during seat adjustment and not engage with the adaptive vehicle sensing device 3.

[0067] The operation mode of the engagement control device 7, which is an electromagnetic drive device, will be explained in the following context.

[0068] Scenario 1: The occupant is wearing a seatbelt and the seat back is adjusted backward.

[0069] The seatbelt retractor locking side structure can be as follows before adjusting the seat backrest: Figure 5aAs shown. When the seat back is adjusted backward, the seat belt retractor receives an activation signal, the electromagnetic drive device is activated, and current is input into coil 72. Influenced by the magnetic field of magnet 71, coil 72 generates an Ampere force. According to the left-hand rule, the net Ampere force on coil 72 is downward. The directions of the current, magnetic field, and Ampere force can be found in [reference needed]. Figures 6a to 6c Since the coil 72 is fixedly arranged at 4 locations on the mechanical side cover, the coil 72 cannot move. This causes the magnet 71 on the suppressing component 62 to experience a reaction force as a driving force. Under the action of the driving force, the magnet 71 drives the suppressing component 62 to overcome frictional resistance and move along the axis A in the first direction R1, that is, in Figure 5a The device moves counterclockwise, causing the stop 62-1 of the suppression component 62 to move away from the corresponding stop 32-1 of the adaptive vehicle sensing device 3 in the first direction R1. In this case, the adaptive vehicle sensing device 3, driven by its own weight, can still rotate freely along the axis B without triggering the locking function of the seat belt retractor. The webbing can be pulled out freely without compressing the occupant's chest.

[0070] Scenario 2: The occupant is wearing a seatbelt, the seat back is adjusted backward, and the occupant manually pulls the webbing.

[0071] The same structure can be used for the retractor locking side before adjusting the seat backrest. Figure 5a As shown. When the seat back is adjusted backward and the occupant pulls the webbing, on the one hand, the seat belt retractor receives an activation signal, the electromagnetic drive device is activated, and the coil 72 receiving current and the magnetic field of the magnet 71 work together to generate a driving force, causing the stop 62-1 of the suppressing component 62 to move away from the corresponding stop 32-1 of the adaptive vehicle sensing device 3 in the first direction R1 (the working process of the electromagnetic drive mechanism 7 is the same as in case 1). On the other hand, the occupant manually pulls out the webbing, the webbing drives the tape drum 1 to rotate, the tape drum 1 drives the driving component 61 to rotate, and the driving component 61, under the action of adhesion, will make the suppressing component 62 tend to engage with the adaptive vehicle sensing device 3. However, since the driving force provided by the electromagnetic drive device is greater than the adhesion between the suppressing component 62 and the driving component 61, the driving force will overcome the adhesion and make the suppressing component 62 still move along the axis A in the first direction R1, that is, in Figure 5a The movement along the center line in a counterclockwise direction causes the stop portion 62-1 of the suppression component 62 to move away from the corresponding stop portion 32-1 of the adaptive vehicle sensing device 3 in the first direction R1. In this case, the adaptive vehicle sensing device 3, driven by its own gravity, can still rotate freely along the axis B without triggering the locking function of the seat belt retractor, and the webbing can be pulled out freely without compressing the occupant's chest.

[0072] It should be noted that the terminology used herein is for illustrative purposes only and is not intended to limit the disclosure. The singular forms “a” and “the one” as used herein should include the plural forms unless the context explicitly states otherwise. It is understood that the terms “comprising” and “including,” and other similar terms, when used in the application documents, specifically describe the presence of the stated operation, element, and / or component, without excluding the presence or addition of one or more other operations, elements, components, and / or combinations thereof. The term “and / or” as used herein includes all arbitrary combinations of one or more of the associated listed items. In the description of the drawings, similar reference numerals always denote similar elements.

[0073] The thickness of the elements in the accompanying drawings may be exaggerated for clarity. It is also understood that if an element is described as being on, coupled to, or connected to another element, then the element may be directly formed on, coupled to, or connected to the other element, or there may be one or more intermediate elements between them. Conversely, if the expressions "directly on," "directly coupled to," and "directly connected to" are used herein, it indicates that there is no intermediate element. Other terms used to describe relationships between elements should be interpreted similarly, such as "between" and "directly between," "attached" and "directly attached," "adjacent" and "directly adjacent," etc.

[0074] Terms such as “top,” “bottom,” “above,” “below,” “over,” “under,” etc., are used to describe the relationship of one element, layer, or region relative to another element, layer, or region, as shown in the accompanying drawings. It is understood that these terms should also encompass other orientations of the device in addition to those described in the accompanying drawings.

[0075] It is understood that although the terms "first," "second," etc., may be used herein to describe different elements, these elements should not be limited by these terms. These terms are merely used to distinguish one element from another. Thus, a first element may be referred to as a second element without departing from the teachings of this disclosure.

[0076] It can also be considered that all the exemplary embodiments disclosed herein can be arbitrarily combined with each other. Furthermore, all individual technical features in this application can be arbitrarily combined with each other, as long as the combined technical features are not contradictory. All technically feasible combinations of features are the technical content described in this application.

[0077] Finally, it should be noted that the above embodiments are merely for understanding this disclosure and do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art can make modifications based on the above embodiments, and these modifications will not depart from the scope of protection of this disclosure.

Claims

1. A seatbelt retractor for installation in a seat, the seatbelt retractor comprising an adaptive vehicle-feeling device driven by its own weight and a vehicle-feeling adaptive suppression device for suppressing the adaptive vehicle-feeling device, wherein, The adaptive vehicle sensing suppression device includes a suppression component, the suppression component having a stop portion, and the adaptive vehicle sensing device having a corresponding stop portion that works in conjunction with the stop portion. The stop portion can engage with the corresponding stop portion to lock the adaptive vehicle sensing device. The characteristic of this device is that... The seatbelt retractor also includes an engagement control device for controlling the engagement state of the vehicle-feel adaptive suppression device and the adaptive vehicle-feel device, wherein... When the engagement control device receives an activation signal, it is activated and applies a driving force to the suppression component of the adaptive vehicle sensing device so that the stop portion of the suppression component does not engage with the corresponding stop portion of the adaptive vehicle sensing device, thereby preventing the adaptive vehicle sensing device from locking. When the engagement control device receives a deactivation signal, the engagement control device is deactivated, and the driving force applied to the suppression component of the adaptive vehicle sensing device is canceled, so as to prevent the suppression component from moving.

2. The seatbelt retractor according to claim 1, characterized in that, The seatbelt retractor includes a belt reel. The tape reel can directly or indirectly drive the suppressing component to move. The suppressing member is movable between a stop position and a stop position. In the stop position, the stop portion of the suppressing member is engaged with the corresponding stop portion of the adaptive vehicle sensing device, while in the stop position, the stop portion of the suppressing member is disengaged from the corresponding stop portion of the adaptive vehicle sensing device and the suppressing member is stopped. The suppressing member is motion-coupled with the tape reel, such that when the tape reel rotates in the winding direction, the suppressing member can move in a first direction before entering the stop position, and when the tape reel rotates in the unwinding direction, the suppressing member can move in a second direction opposite to the first direction before entering the stop position. The engagement control device is configured such that, upon receiving an activation signal, The suppressing component is moved in the first direction before it has entered the stop position, or The suppressing component is kept in the stop position when it is in the stop position.

3. The seatbelt retractor according to claim 2, characterized in that, The suppressing component can be driven by the tape reel through adhesion, wherein, The engagement control device is configured such that it applies a driving force to the inhibiting member, which enables the inhibiting member to overcome the adhesion force and move in a first direction before the inhibiting member has entered the stop position.

4. The seatbelt retractor according to claim 3, characterized in that, When the engagement control device receives a deactivation signal and deactivates, the inhibition component does not move based on the adhesion force.

5. The seatbelt retractor according to claim 3, characterized in that, The engagement control device includes a driving member and a driven member, wherein the driving member is capable of driving the driven member to undergo relative movement. The driving component is fixedly connected to the restraining component, while the driven component is fixedly connected to the stationary component of the seatbelt retractor, or The driving component is fixedly connected to the stationary part of the seat belt retractor, while the driven component is fixedly connected to the restraining component.

6. The seatbelt retractor according to claim 5, characterized in that, The engagement control device is configured as an electromagnetic drive device, which includes a current receiver as a driving element and a magnet as a driven element. The current receiver is used to receive input current, and the magnet is used to provide a magnetic field. The current receiver and the magnet are arranged relative to each other such that the current receiver receiving the input current interacts with the magnetic field of the magnet, thereby generating the desired driving force; and / or The shape of the current receiver, the direction of the input current, and the magnetic pole configuration of the magnet are such that the required driving force can be generated; and / or A first receiving portion with a recess for arranging a current receiving element is provided in the stationary part of the seat belt retractor. The first receiving portion is shaped such that the current receiving element can be arranged within the first receiving portion with a matching shape; and / or The current receiver is configured to be flat; and / or The current receiving element has at least two wire segments spaced at a constant distance from each other. When not energized, these two wire segments are arranged relative to the magnet such that the magnetic field lines of the magnet pass through one of the first wire segments in a first magnetic field line direction and through a second wire segment parallel to and opposite to the first wire segment in a second magnetic field line direction opposite to the first magnetic field line direction. This allows the first and second wire segments of the coil to generate Ampere forces pointing in the same direction when energized, and the resultant force of these Ampere forces can form the required driving force depending on the fixed position of the coil; and / or The at least two wire segments spaced at a constant distance from each other are configured as straight lines or arcs; and / or The current receiving device is constructed as a coil; and / or A support is provided in the coil, the support being configured to expand the coil to obtain the desired coil shape; and / or The coil is rectangular, trapezoidal, or sector-shaped; and / or The stationary component of the seatbelt retractor is configured as a mechanical side cover; and / or The suppressing component has an arc-shaped head, which is coaxially arranged with the tape reel, and a magnet is arranged at the arc-shaped head, wherein the magnet is constructed in an arc shape; and / or An arc-shaped second receiving portion is provided in the arc-shaped head of the suppressing component for accommodating an arc-shaped magnet, wherein the second receiving portion is provided on the side of the arc-shaped head facing the stationary component.

7. The seatbelt retractor according to claim 1, characterized in that, The engagement control device is configured to receive an activation signal during seat adjustment and a deactivation signal when seat adjustment is completed.

8. A seatbelt assembly comprising webbing and a seatbelt retractor according to any one of claims 1 to 7, the webbing being wound onto a reel of the seatbelt retractor.

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