Safety belt system for a vehicle

Abstract

A safety belt assembly for a vehicle, comprising a belt (5) which, when fastened, extends transversely to a vehicle seat (1) between lateral vehicle seat attachment points (A1, A2), to which belt (5) an airbag (23) of an airbag module (22) is assigned, which, when fastened, can be positioned in an operational position (W) in front of a vehicle occupant (3), wherein the safety belt assembly has a drive unit (21) by means of which, when the belt (5) is fastened, the airbag (23) can be adjusted from a stowed position (V) to its operational position (W), and wherein the belt (5) forms a guide unit along which the airbag (23) can be adjusted by means of the drive unit (21) in a longitudinal direction of the belt and in a movement decoupled from the belt (5) to its operational position (W), characterized in that the belt (5) interacts with a belt guide formed on the airbag (23), which has a guide channel (33) exhibitsthrough which the webbing (5) is guided, wherein the webbing guide has guide rollers (39) which roll on the webbing (5), or that the webbing (5) has a guide channel (41) along which the airbag (23) is guided, wherein to form the guide channel (41) the webbing (5) is at least partially formed in two layers with an intermediate guide channel (41), wherein the airbag (23) has at least one guide element (47) which is arranged slidably in the guide channel (41) of the webbing (5), and wherein a first webbing layer (43) facing the airbag (23) has a longitudinal slot (49) through which the guide element (47) arranged in the webbing guide channel (41) is connected to the airbag (23).

Description

[0001] The invention relates to a safety belt device for a vehicle according to the preamble of claim 1 and to a method for operating a safety belt device according to claim 16.

[0002] Three-point seat belts are typically used in two-track motor vehicles. These serve to protect the occupant during braking maneuvers and collisions. The restraint effect of the belt connects the occupant to the vehicle's deceleration early on during hard braking or a collision. The seat belt thus plays a crucial role in protecting the occupant from serious injuries. As vehicles increasingly take on automated driving functions in the future, the occupant will gradually be relieved of the driving task, freeing up time for other activities (such as reading, sleeping, etc.). However, the performance of such secondary activities is only possible to a limited extent due to the significantly restricted freedom of movement afforded by the three-point seat belt.To increase the occupant's freedom of movement and thus their comfort, a lap belt designed as a two-point safety belt can be used, which allows significantly greater freedom of movement in the upper body area.

[0003] WO 02 / 32727 A1 discloses a generic safety belt system comprising a lap belt that, when fastened, extends transversely across the occupant's pelvis between lateral attachment points. The lap belt has a permanently attached airbag module. When the lap belt is fastened, the airbag module is automatically positioned in its deployment position in the occupant's lap area. However, for occupants of varying sizes, a central airbag position cannot be guaranteed. Due to its permanent position in the occupant's lap area when the safety belt is fastened, the airbag module forms a disruptive contour during normal driving, resulting in reduced comfort for the occupant.

[0004] From WO 2007 / 052437 A1 and DE 10 2007 013 105 A1, a safety belt device for a vehicle is known in which an airbag of an airbag module is mounted on the lap belt. When the belt is fastened, the airbag is positioned in an operational position in the lap area of ​​the vehicle occupant. From DE 42 35 338 A1, an inflatable safety belt is known in which the webbing has at least part of the shape of an airbag that is inflatable in the event of a crash.

[0005] The object of the invention is to provide a safety belt device for a vehicle in which the lap belt does not form a disruptive contour for the vehicle occupant during normal driving operation despite the integration of a lap belt airbag and the lap belt airbag functions reliably in the event of a crash.

[0006] The problem is solved by the features of claim 1 or 16. Preferred embodiments of the invention are disclosed in the dependent claims.

[0007] According to the characterizing part of claim 1, the seat belt device comprises a drive unit by means of which, when the belt is fastened, the airbag (i.e., the airbag package) is moved from a stowed position to its deployment position. During a normal fastening / unfastening process, the airbag can remain stationary and decoupled from the belt in the stowed position.

[0008] The above airbag adjustment from its stowed position to its deployment position is implemented in a comparative embodiment described below, which is not part of the invention, as follows: The required drive unit is a retractor positioned in a seatbelt buckle, with which one end of the seatbelt can be wound up. In a pre-crash situation, the seatbelt buckle retractor is activated to pull the airbag, which is coupled to the seatbelt's movement, into its deployment position. A disadvantage of this solution is that the airbag's adjustment into its deployment position results in relative movement between the deployed seatbelt and the vehicle occupant.

[0009] In contrast to this analogy, according to the characterizing part of claim 1, the webbing is not a direct component of the drive unit. Instead, the webbing forms a guide unit along which the airbag can be adjusted to its deployment position by means of a drive unit in the longitudinal direction of the webbing and in a manner decoupled from the webbing. In this way, relative movement between the webbing and the vehicle occupant can be avoided during airbag deployment, since the webbing is used only as a guide and not as a drive mechanism. The airbag can, in fact, be moved along the webbing to its deployment position by its own drive mechanism.

[0010] In one technical implementation, the webbing can interact with a webbing guide integrated into the airbag, which has a guide channel through which the webbing is guided. The airbag-side guide channel can encompass the longitudinal edges of the webbing. In one alternative, the airbag-side guide channel can extend continuously and without interruption along the airbag in the longitudinal direction of the webbing. Alternatively, the airbag-side guide channel can have sub-channels spaced apart from each other in the longitudinal direction of the webbing.

[0011] The seatbelt is guided through the airbag-side guide channel above by sliding motion. Alternatively, at least partially, such a sliding mechanism can be omitted, and instead, the airbag-side seatbelt guide can be implemented with guide rollers that can roll along the seatbelt.

[0012] In an alternative design, the airbag can be guided along a guide channel on the belt side. To form this guide channel, the belt can be at least partially double-layered with an intermediate guide channel. In this case, the airbag can have at least one guide element that slides within the guide channel. Furthermore, the first belt layer facing the airbag (or the second belt layer facing away from the airbag) can have a longitudinal slot through which the guide element located in the belt guide channel is connected to the airbag. The longitudinal slot can be bounded by the opposing edges of the first belt layer. These two edges can be joined together (for example, sewn) to form a tear line. This tear line can rupture during airbag deployment.

[0013] In one technical implementation, the airbag guide element described above can be a sliding shoe arranged in the webbing guide channel, engaging the longitudinal slot in the webbing's transverse direction. The sliding shoe can be attached to the airbag via a retaining tab that protrudes through the longitudinal slot. In such a design, the tear line on the webbing side is torn open by the airbag retaining tab during an airbag deployment movement.

[0014] The drive unit for implementing the airbag adjustment can, for example, be an electric motor and is preferably integrated directly into the airbag, driving an airbag-side drive roller. The airbag-side drive roller can preferably be connected to the seatbelt.

[0015] To implement such a drive connection, the airbag-side drive roller, together with a counter bearing, for example at least one pressure roller, can define a clamping gap through which the belt can be pulled to achieve an airbag adjustment movement.

[0016] The drive unit can be associated with an energy storage device, in particular a battery, which is either integrated directly into the airbag or arranged separately. In such a separate arrangement, the energy storage device can be connected to the airbag-side drive unit via a trailing supply line.

[0017] In a technical implementation, the drive unit can be a gas generator and the drive roller a pneumatically driven impeller, or at least incorporate such an impeller. The gas generator can be pneumatically connected to the impeller via the supply line. In this way, the gas flow generated when the gas generator is activated can drive the impeller or the drive roller.

[0018] For a reliable drive connection, the drive pulley can be implemented as a gear that meshes with teeth on the webbing side. These teeth can be integrated directly into the webbing or, alternatively, on a separate tension band. In the latter case, the tension band can be attached to the webbing to transmit force, or it can be loosely inserted in the webbing guide channel. The tension band, loosely inserted in the guide channel, can extend out of the channel and mesh with the drive gear on the airbag side. In this case, the airbag drive operates on a rack and pinion principle. When the drive is engaged, the drive gear engages with the teeth of the tension band, thereby pulling the airbag (i.e., the airbag package) along the webbing.For this, the pull cord is torn out of the webbing, thereby separating the tear line in the webbing layer facing the airbag.

[0019] Alternatively, the drive unit can be connected to the airbag via a pull cable. The pull cable can preferably be positioned in the webbing guide channel and attached to the airbag via a retaining section protruding from the channel. The pull cable can be routed in various ways within the webbing guide channel. For example, the pull cable can be redirected at a deflection point at a webbing end or tongue. When the drive unit is triggered, the airbag (i.e., the airbag package) is pulled across the webbing. This causes the tear line formed in the webbing to rupture.

[0020] The advantageous embodiments and / or further developments of the invention described above and / or set out in the dependent claims can be used individually or in any combination with each other – except, for example, in cases of clear dependencies or incompatible alternatives.

[0021] The invention and its advantageous developments and refinements, as well as their advantages, are explained in more detail below with reference to drawings.

[0022] They show:

[0023] Fig. 1 and Fig. 2. a vehicle occupant when fastening a lap belt during normal driving operations;

[0024] Fig. 3. the vehicle occupants when the lap belt is fastened and in a pre-crash phase in which the lap belt airbag is moved into its operational position;

[0025] Fig. 4 a view according to the Fig. 3 in a crash phase with deployed lap belt airbag;

[0026] Fig. 5 an enlarged sectional view along a section plane zy from the Fig. 2;

[0027] Fig. 6 to Fig. 19 detailed views of different embodiments of the invention.

[0028] In the Fig. 1 is a seat on a vehicle 1 positioned vehicle occupant 3 shown when putting on a two-point safety belt, which here is referred to as a lap belt. 5 is executed. The pelvic belt 5 is applied by the vehicle occupant during the process. 3 via an actuation path B ( Fig. 1) in the transverse direction of the vehicle y perpendicular to the vehicle seat 1 pulled across the inmate pool. The one in the Fig. 2 attached pelvic belts 5 extends in the transverse direction y of the vehicle between two lateral attachment points A1 and A2, of which the left attachment point A1 is a seat belt buckle. 11is realized in which a webbing end 13 of the pelvic belt 5 is fixed. The end of the webbing 13 is interfering with one, in the seatbelt buckle 11 integrated winder 15 .

[0029] As from the Fig. 1 to Fig. As further shown in section 4, the pelvic belt 5 an airbag 23 an airbag module 22 ( Fig. 5) assigned, which is in the Fig. 1 and Fig. 2 in its stow position V and in the Fig. 3 and Fig. Figure 4 shows the airbag in its deployed position W on the occupant's lap. In its stowed position V, the airbag is located... 23 Protected from view and from external mechanical influences within a storage compartment 25 , located directly below the seat surface in the vehicle seat 1 It is integrated. In the storage compartment 25 There is a deflection point in the area of ​​the right lateral connection point A2. 27arranged over which the pelvic belt 5 towards a second roller 19 is guided, which is also located within the storage compartment. 25 is arranged.

[0030] As from the Fig. As further shown in section 5, the airbag 23 as a drive unit 21 an electric motor which is in (not shown) drive connection with the belt 5 is. The electric motor 21 is in signal connection with an electronic control unit 30 Provided that pre-crash sensors are installed 32 A pre-crash situation is detected and processed in the electronic control unit. 30 the rollers 15 , 19 targeted to tighten the lap belt in a pre-crash manner 5 to achieve this. In addition, the electric motor 21 controlled to deploy the airbag 23to move from its stowed position V to its operational position W. During the airbag adjustment movement, the webbing forms 5 a guidance unit along which the airbag 23 is adjusted to its operational position W. The airbag 23 It therefore moves in a longitudinal direction of the webbing, decoupled from the webbing's movement. 5 into the effective position W, which prevents any relative movement between the webbing 5 and the vehicle occupant. In the Fig. 5 the strap 5 with an airbag 23 trained belt guide 31 together, the indicated guide rails 35 , 37 features the webbing 5 grasp around the edge.

[0031] The one in Fig. 5 drive units implemented as electric motors as examples 21 is designed so that the airbag 23 During the normal buckling / unbuckling process, it remains stationary and decoupled from the webbing.5 in its stowage position V ( Fig. 1, Fig. 2 or Fig. 5) remains and only in the event of a pre-crash situation is a drive connection established between the airbag-side drive unit 21 and the webbing 5 is built to deploy the airbag 23 along the pelvic belt 5 up to the center in front of the vehicle occupants 3 to shift it into its effective position W.

[0032] The following are based on the Fig. 6 to Fig. 19 different embodiments of the invention are shown: For example, in the Fig. 6 the airbag 23 an airbag-side guide channel 33 up, through which the webbing 5 is led. In the Fig. 6 The airbag-side guide channel extends 33 continuously and without interruption along the airbag 23 in the longitudinal direction of the webbing. Furthermore, the webbing 5 viewed in cross-section ( Fig. 7) enclosed on all sides by the channel walls of the guide channel 33 limited.

[0033] Alternatively, in the Fig. 8 the guide channel 33 into two partial channels spaced apart from each other in the longitudinal direction of the webbing 36 divided, as is also the case in Fig. 5 is indicated. The two sub-channels 36 They can be positioned on opposite ends of the airbag when viewed in the longitudinal direction of the webbing.

[0034] In the preceding Fig. 6 to Fig. 8 is the webbing 5 in sliding contact with the airbag-side guide channel 33 In contrast, the Fig. 9 the belt guide guide rollers 39 on, which unroll along the webbing. In the Fig. 9. A pair of rollers is provided on each of the two airbag end faces, located on opposite sides of the webbing. 5are positioned and thus define a guide gap through which the webbing 5 is led.

[0035] As an alternative to the preceding figures, the Fig. 10 the webbing 5 a guide channel 41 on, along which the airbag 23 is guided. To form the guidance channel. 41 is the webbing 5 in the Fig. 10 to Fig. 13 at least partially two-layered with an upper layer, the airbag 23 facing first webbing layer 43 and a second layer of webbing facing away from it 45 as well as the intermediate guide channel 41 The airbag was set up. 23 indicates according to the Fig. 10 and Fig. 11 a guide part 47 up, which is in the guide channel on the webbing side 41 is arranged in a sliding manner. Furthermore, the airbag 23 facing first webbing layer 43 a longitudinal slot49 on, via which the belt guide channel 41 arranged guide part 47 with the airbag 23 is connected.

[0036] As from the Fig. As can be seen from 11, the longitudinal slot 49 with the facing edges of the first webbing layer 43 limited. The two outer edges of the first webbing layer 43 are in the Fig. 12 forming a target tear line 51 They are connected. The tear line can be torn open during an airbag adjustment movement.

[0037] In the Fig. 11 is the airbag guide part 47 For example, one in the webbing guide channel 41 A T-shaped sliding shoe is arranged. This is connected via a retaining bridge. 52 , which passes through the longitudinal slot 49 protrudes, on the airbag 23 attached. Therefore, during an airbag adjustment movement, the tear line is... 51 from the airbag mounting bracket52 ripped open.

[0038] In the Fig. 14 is the drive unit 21 as an electric motor in the airbag 23 integrated. The electric motor 21 drives an airbag-side drive roller 53 on, which with the webbing 5 in drive connection. The drive roller forms the basis for the drive connection. 53 together with two pressure rollers 55 a clamping gap through which the webbing 5 is guided. The two pressure rollers 55 are directed towards the drive roller in a manner not shown 53 spring-loaded. When the electric motor is activated. 21 This will thus make the webbing 5 pulled through the clamping gap, thereby displacing the airbag. 23 in the longitudinal direction of the seatbelt. On the side opposite the longitudinal direction of the seatbelt, the airbag points 23 Leadership roles 39 on.

[0039] In the Fig. 15 is the drive unit 21 not designed as an electric motor, but rather as a gas generator. The drive roller 53 is in the Fig. 15 a pneumatically driven impeller. The one in the Fig. 15. The gas generator (not shown) is connected via a supply line. 57 with the impeller 53 pneumatically connected. In this way, the gas flow generated when the gas generator is activated can drive the impeller. 53 propel the airbag 23 can shift in the longitudinal direction of the webbing. In the Fig. 15 is the webbing 5 continuously within an airbag-side guide channel 33 led.

[0040] In the Fig. 16 is the drive roller 53 implemented as a gear that engages with a toothed section on the webbing side. The webbing-side toothed section is located in the Fig. 16 and Fig. 17 on one, from the webbing5 separate pull cord 59 trained. The pull cord 59 is in the Fig. 16 and Fig. 17 at an A3 interchange ( Fig. 17) transmitting force with the webbing 5 connected. Otherwise, the pull cord is 59 loose in the webbing guide channel 41 inserted. In the Fig. 17 indicates the pull cord 59 a section of the belt that comes out of the belt guide channel 41 is led out and connected to the airbag-side drive gear 53 is in tooth engagement. In the driven state, the drive gear engages. 53 into the toothing of the pull cord 59 in and thereby retracts the airbag 23 (that is, the airbag package) on the webbing 5 along. For this, the pull cord is used. 59 from the webbing 5 torn out, with the tear line 51 in the, the airbag 23 facing webbing position 43 is separated.

[0041] In the Fig. 18 and Fig. 19 is the (not shown) drive unit 21 via a pull rope 61 in connection with the airbag drive 23 The pull rope 61 is in the webbing guide channel 41 rerouted and via a (not shown) retaining section out of the webbing guide channel 41 guided and attached to the airbag 23 connected. In the Fig. 18 is the pull rope 61 at the end of the webbing (belt tongue) 13 ) at a deflection point 63 redirected. Upon activation of the drive unit 21 will the airbag 23 over the webbing 5 pulled. This causes the tear line to open. 59 . Reference symbol list 1 vehicle seat 3 vehicle occupants 5 webbing 11 Seatbelt buckle 13 Webbing end 15, 19 rollers 21 Drive unit 22 Airbag module 23 Airbag 25 storage compartments 27 deflectors 30 electronic control unit 31 Webbing guide 32 Pre-crash sensors 33 Guide channel 35 guide brackets 36 sub-channels 37 guide brackets 39 leadership roles 41 Guide channel 43 first webbing layer 45 second webbing layer 47 Guide section 49 longitudinal slots 51 Tear line 52 landing stage 53 Drive roller 55 pressure rollers 57 Supply line 59 Pull cord 61 Pull rope 63 Deflection point A1, A2, A3 connection points W working position V stow position QUOTES INCLUDED IN THE DESCRIPTION

[0042] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0043] WO 02 / 32727 A1

[0003] WO 2007 / 052437 A1

[0004] DE 102007013105 A1

[0004] DE 4235338 A1

[0004]

Claims

[1] Seat belt device for a vehicle, with a belt ( 5 ), in particular a lap belt strap which, when articulated, runs transversely to a vehicle seat ( 1 ) between lateral vehicle seat attachment points (A1, A2), which belt strap ( 5 ) an airbag ( 23 ) of an airbag module ( 22 ) is assigned, which in the applied state is in an effective position (W) in front of a vehicle occupant ( 3 ) is positioned, characterized by that the seatbelt system has a drive unit ( 21 ) features, by means of which when the strap is attached ( 5 ) the airbag ( 23 ) is adjustable from a stow position (V) to its working position (W), and that the webbing ( 5 ) forms a guide unit along which the airbag ( 23 ) by means of the drive unit ( 21 ) in a longitudinal direction of the webbing and decoupled from the webbing in terms of movement ( 5) is adjustable to its effective position (W). [2] Seat belt device according to claim 1, characterized by that the strap with an airbag ( 23 ) trained webbing guide interacts, which has a guide channel ( 33 ) has through which the webbing ( 5 ) is guided, and that in particular the airbag-side guide channel ( 33 ) the longitudinal edges of the webbing ( 5 ) encompasses, and / or that the airbag-side guide channel ( 33 ) continuously and without interruption along the airbag ( 23 ) extends in the longitudinal direction of the webbing, or that the guide channel ( 33 ) partial channels spaced apart from each other in the longitudinal direction of the webbing ( 35 , 37 ) exhibits. [3] Seat belt device according to claim 2, characterized by that the belt guide guide rollers ( 39 ) exhibits which is located on the webbing ( 5 ) unroll. [4] Seat belt device according to claim 1, characterized by that the webbing ( 5 ) a guide channel ( 41 ) has along which the airbag ( 23 ) is led to the formation of the guiding channel ( 41 ) the webbing ( 5 ) at least partially double-layered with an intermediate guide channel ( 41 ) is trained, and in particular the airbag ( 23 ) at least a guide part ( 47 ) exhibits, which slides in the guide channel ( 41 ) of the webbing ( 5 ) is arranged. [5] Seat belt device according to claim 4, characterized by that one of the airbags ( 23 ) facing, first webbing layer ( 43 ) a longitudinal slot ( 49 ) has, via which the belt guide channel ( 41 ) arranged guide part ( 47 ) with the airbag ( 23 ) is connected. [6] Seat belt device according to claim 5, characterized bythat the longitudinal slot ( 49 ) with mutually facing edge edges of the first webbing layer ( 43 ) is limited, and that the two edge edges form a tear line ( 51 ) are connected to each other, which tear line ( 51 ) during an adjustment movement of the airbag ( 23 ) is torn open. [7] Seat belt device according to claim 6, characterized by that the airbag guide part ( 47 ) in the webbing guide channel ( 41 ) arranged T-shaped sliding shoe, and that the sliding shoe has a retaining bridge ( 52 ) through the first layer of webbing ( 43 ) formed longitudinal slot ( 49 ) is guided and on the airbag ( 23 ) is attached so that the sliding shoe fits the longitudinal slot ( 49 ) engages in a transverse direction of the webbing, and that, in particular during an airbag adjustment movement, the tear line ( 51 ) from the airbag mounting bracket ( 52) is torn open. [8] Seat belt device according to one of the preceding claims, characterized by that the drive unit ( 21 ), in particular an electric motor, preferably on the airbag ( 23 ) is designed and has an airbag-side drive roller ( 53 ) drives, which is connected to the webbing ( 5 ) in drive connection. [9] Seat belt device according to claim 8, characterized by that the drive roller is used to realize the drive connection ( 53 ) together with a counter bearing, in particular at least one pressure roller ( 55 ), defines a clamping gap through which the webbing is guided. [10] Seat belt device according to claim 8 or 9, characterized by that the drive unit is assigned an energy storage device, in particular a battery, which is integrated into the airbag or arranged separately from it and is connected to the drive unit via a trailing supply line. [11] Seat belt device according to claim 8 or 9, characterized by that the drive unit ( 21 ) is a gas generator and the drive roller ( 53 ) is or has a pneumatically driven impeller, and that the gas generator is connected via the supply line ( 57 ) with the impeller ( 53 ) is pneumatically connected, so that the gas volume flow generated when the gas generator is activated drives the impeller and thus the drive roller ( 53 ) drives. [12] Seat belt device according to any one of claims 8 to 11, characterized by that the drive roller ( 53 ) is a gear that is in tooth mesh with a webbing-side toothing. [13] Seat belt device according to claim 12, characterized by that the webbing-side toothing on one of the webbing ( 5 ) separate pull cord ( 59 ) is formed, which is in the webbing guide channel ( 41) is loosely inserted and transmits force with the webbing ( 5 ) is connected, and that the pull cord ( 59 ) has a drive section extending from the belt guide channel ( 41 ) is led out and connected to the airbag-side drive gear ( 53 ) is undergoing dental surgery. [14] Seat belt device according to any one of claims 1 to 7, characterized by that the drive unit is connected to the airbag via a pull cable, and that in particular the pull cable is arranged in the webbing guide channel and protrudes from the webbing guide channel via a retaining section and is attached to the airbag. [15] Seat belt device according to one of the preceding claims, characterized by that the airbag is positioned in its stow position (V) in the normal fastening and unfastening process and is decoupled from the belt in its stow position. [16] Method for operating a safety belt device according to any of the preceding claims.

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