Belt deflector with rotation stop element for a vehicle

Abstract

Vehicle (1) with: a body pillar (3), a belt deflection element (9), and a rotary stop element (11), wherein the belt deflection element (9) and the rotation stop element (11) are connected to the body pillar (3), and wherein the rotation stop element (11) is a separate assembly component from the body pillar (3), characterized by that the rotary stop element (11) is assigned a first elongated hole (41) and a second elongated hole (43), which are each delimited radially outwardly by the rotary stop element (11), wherein it is preferably provided that the first elongated hole (41), preferably with the interposition of a first damping element, is in a latching connection or clip connection with a first joining aid element, and / or wherein it is preferably provided that the second elongated hole (43), preferably with the interposition of a second damping element, is in a latching connection or clip connection with a second joining aid element.

Description

[0001] The invention relates to a vehicle according to the preamble of claim 1 and according to claim 9 to a rotation stop element for the vehicle.

[0002] An example vehicle has a vehicle body with a rear body pillar to which a safety belt device is attached. The safety belt device has a belt deflection element, e.g. a so-called D-ring, which is rotatably attached to the body pillar at approximately shoulder height of the vehicle occupant. The belt deflection element has a belt opening through which a belt webbing is guided. The belt deflection element is rotatably attached to the body pillar so that it can align itself towards the front of the vehicle in the direction of force in the event of a crash. To prevent the belt deflection element from over-rotating, a rotation stop is provided which is formed by a sheet metal tab that is connected to the body pillar in one piece and of the same material and is positioned at a right angle to the other areas of the body pillar. Since the sheet metal material of the body pillar has a relatively low material thickness, e.g.with a value of 0.7 mm, the sheet metal tab has only low mechanical stability. Particularly in the event of a crash, the forces acting on the sheet metal tab when the belt deflection element hits the rotation stop can be so great that the belt deflection element over-rotates despite the rotation stop. When over-rotated, the belt webbing shifts laterally into a corner area at the front or rear of the vehicle of the belt opening and curls up or constricts there. This curling or constricting is referred to as bunching. As a result of bunching, the belt webbing no longer lies flat on the belt deflection element, but rather in a line, and there is increased friction between the belt deflection element and the belt webbing, which leads to a considerable increase in the belt force in the event of a crash.Due to the increase in force, the belt force limiter of the safety belt device can no longer function without restrictions, which adversely reduces the protective effect of the safety belt device.

[0003] DE 72 40 888 U discloses a deflection fitting for an automatic seat belt arrangement, particularly in motor vehicles. DE 101 26 317 C1 discloses a rotation lock for a belt deflection fitting. DE 27 26 683 A1 discloses a vehicle of this type. DE 101 53 062 C1 discloses a component set for deflection elements of seat belt systems in motor vehicles.

[0004] An object of the invention is to provide a vehicle which has a safety belt device with a higher protective effect compared to known vehicles.

[0005] This object is achieved by the features of the independent claims. Preferred developments of the invention are disclosed in the subclaims.

[0006] According to the invention, a vehicle is proposed with a body pillar, a belt deflection element and a rotation stop element, wherein the belt deflection element and the rotation stop element are connected to the body pillar. According to the invention, the rotation stop element is a separate assembly component from the body pillar and preferably has a damping function. The rotation stop element can therefore be manufactured completely independently of the material of the body pillar. It is therefore possible to continue to manufacture the body pillar from, for example, a sheet metal with a material thickness of, for example, 0.7 mm and, at the same time, to make the rotation stop element more solid and / or more stable, completely independently of the material, in particular the material thickness of the material, of the body pillar. It can preferably be provided that the rotation stop element is also a separate assembly component from the belt deflection element. The rotation stop element can therefore also be manufactured completely independently of, for examplethe material of the belt deflection element. This allows existing belt deflection elements to be used for the vehicle without modification.

[0007] In a specific embodiment, it can be provided that the rotation stop element is joined to the body pillar indirectly via at least one joining aid, preferably two or more joining aids, and / or that the rotation stop element is fixedly attached to the body pillar indirectly via at least one joining aid, preferably two or more joining aids, in a positionally fixed manner, i.e. preferably in terms of position and orientation. The fact that the rotation stop element is not joined to the body pillar directly, but only indirectly via the joining aid, results in advantages with regard to vehicle assembly. This is because the joining aids can be attached to the body pillar well before the rotation stop element is mounted, whereby the final assembly of the rotation stop element on the joining aids can then be carried out with little time expenditure.

[0008] In an exemplary embodiment, it can be provided that the joining aid element, preferably the joining aid elements in each case, is formed by a bolt, preferably a threaded bolt with an external thread, particularly preferably a welding bolt with an external thread. Alternatively or additionally, it can be provided that the joining aid element, preferably the joining aid elements, are joined to the body pillar in a material-locking or force-locking manner, preferably each and / or separately from one another, wherein it is preferably provided that the bolt is welded to the body pillar. The welding bolt in particular has the advantage that it is a standard part that is inexpensive to procure and can be welded to the body pillar in an automated manner in a particularly simple manner.

[0009] According to the invention, the rotation stop element is assigned a first elongated hole and a second elongated hole, each of which is delimited radially outwardly by the rotation stop element, wherein it is preferably provided that the first elongated hole is in a snap-in connection or clip connection with a first joining aid element, preferably with the interposition of a first damping element, and / or wherein it is preferably provided that the second elongated hole is in a snap-in connection or clip connection with a second joining aid element, preferably with the interposition of a second damping element. By means of the elongated holes, a vehicle-specific alignment of the rotation stop element on the body pillar is possible. The rotation stop element can therefore be adapted to different vehicles in a particularly simple manner. Subsequent fine adjustment of the rotation stop element is also possible at any time.

[0010] In a specific embodiment, it can be provided that the rotation stop element is attached to the body pillar so that it can rotate about a rotation axis, and / or that the rotation stop element has a first, preferably rectangular or square, end face and a second, preferably rectangular or square, end face. The rotation stop element, with its end faces, contributes to ensuring that the belt deflection element can come into surface contact with the rotation stop element during vehicle operation. This reliably and simply prevents the rotation stop element from cutting into the belt deflection element, particularly in the event of a crash.

[0011] Preferably, it can be provided that the axis of rotation extends in the transverse direction of the vehicle.

[0012] In an exemplary embodiment, it can be provided that the belt deflection element has a first, preferably substantially rectangular or substantially square, stop surface and a second, preferably substantially rectangular or substantially square, stop surface, wherein it can only preferably be provided that the belt deflection element and the rotation stop element are fastened to the body pillar in such a way that the first stop surface comes into contact with the first end face in a first stop position by rotating the belt deflection element about the axis of rotation in a first direction of rotation, over its entire surface, and / or that the second stop surface comes into contact with the second end face in a second stop position by rotating the belt deflection element about the axis of rotation in a second direction of rotation opposite to the first direction of rotation.The belt deflection element with its stop surfaces, together with the end faces of the rotation stop element, ensures that the belt deflection element can make full contact with the rotation stop element during vehicle operation and / or in the event of a crash. This reliably prevents the rotation stop element from cutting into the belt deflection element, especially in the event of a crash.

[0013] In a preferred embodiment, it can be provided that a first damping element is inserted into the first elongated hole, and / or that a second damping element is inserted into the second elongated hole, wherein it is preferably provided that the first damping element is arranged between the first joining aid element and a wall surface of the rotation stop element that bounds the first elongated hole, preferably radially outwards, and / or wherein it is preferably provided that the second damping element is arranged between the second joining aid element and a wall surface of the rotation stop element that bounds the second elongated hole, preferably radially outwards. The damping elements cause energy absorption, so that in the event of an impact - for example of the first stop surface on the first end face - the components involved, i.e. the rotation stop element and the belt deflection element, are protected from damage.In the event of a hitch, the damping elements prevent the webbing from suddenly slipping into the corner area of ​​the webbing guide fitting (bunching). In the event of a hitch, the webbing remains more stable on the running surface of the webbing guide fitting, counteracting bunching.

[0014] In a specific embodiment, the material of the rotary stop element can be plastic and / or metal and / or cast iron, and / or the elongated holes can extend circumferentially around the rotation axis. In particular, a rotary stop element made of plastic is inexpensive to manufacture, easy to install, and lightweight.

[0015] For example, it can be provided that the rotation stop element essentially has the shape of a hollow cylinder segment of a preferably straight hollow cylinder, wherein it is preferably provided that the hollow cylinder segment corresponds to a part of the hollow cylinder that extends between two sectional planes that extend parallel to a rotation axis of the hollow cylinder and that intersect along the rotation axis, wherein it is particularly preferably provided that the sectional planes together with the rotation axis, with the interposition of the hollow cylinder segment, enclose an angle. The angle can have a value in a range of 50° to 80°, preferably in a range of 60° to 70°, particularly preferably in a range around 65°. Alternatively or additionally, the angle can have a value of exactly 65°.

[0016] According to the invention, a rotary stop element as described above is also proposed for a vehicle as described above.

[0017] Embodiments of the invention are described below with reference to the accompanying figures.

[0018] They show: Fig. 1 shows a perspective interior view of a vehicle with a body pillar and a safety belt device; Fig. 2 in a front view a belt deflection element of the safety belt device; Fig. 3 in a view from behind the belt deflection element of the safety belt device; Fig. 4 in a view from behind the belt deflection element in a first stop position together with a rotary stop element; Fig. 5 in a view from behind the belt deflection element in a second stop position together with the rotary stop element, and Fig. 6 shows a welding stud in a perspective view.

[0019] In the Fig. 1 shows a vehicle 1 with a body pillar 3, specifically, here only as an example, a C-pillar. The vehicle 1 has a safety belt device with a belt retractor 5, a belt webbing 7, a belt deflection element 9 and a Fig. 4 and Fig. 5, rotation stop element 11.

[0020] The belt retractor 5 is rigidly attached to the body pillar. The belt deflection element 9 is screwed to the body pillar 3 so that it can rotate about a rotation axis D. The rotation axis D extends parallel to a transverse axis Q of the vehicle 1. As shown in the Fig. 2 and Fig. As shown in Figure 3, the belt deflection element 9 is formed, here merely by way of example, by a so-called D-ring. Associated with the belt deflection element 9 is a belt webbing opening 21, which is completely bounded radially outwardly by the belt deflection element 9. On the side of the belt webbing opening 21 facing away from the rotation axis D, the belt deflection element 9 provides a belt webbing running surface 23 for the belt webbing 7.

[0021] As this is the case in the Fig. 3, Fig. 4 and Fig. As shown in Figure 5, the belt deflection element 9 has a first, rectangular stop surface 31 and a second, rectangular stop surface 33. The first stop surface 31 and the second stop surface 33, together with a central axis M of the belt deflection element 9, form a stop angle α with an amount of, here merely by way of example, approximately 80°. In the installed state of the safety belt device, the central axis M extends parallel to and spaced from the rotational axis D.

[0022] The rotation stop element 11 is a separate assembly component from the body pillar 3. Furthermore, the rotation stop element 11 is a separate assembly component from the belt deflection element 9. The material of the rotation stop element 11 is, for example, plastic. Alternatively, the material of the rotation stop element can of course also be metal or cast iron, for example.

[0023] The rotation stop element 11 has, here merely as an example, essentially the shape of a hollow cylinder segment of a straight hollow cylinder. A hollow cylinder segment is understood to be the part of the hollow cylinder that extends between two sectional planes S that extend parallel to a rotation axis R of the hollow cylinder and that intersect along the rotation axis. Here merely as an example, the sectional planes S together with the rotation axis R, with the interposition of the hollow cylinder segment, enclose a segment angle β with an amount of approximately 65°. In the installed state of the safety belt device, in which the belt deflection element 9 is screwed to the body pillar 3, the rotation axis R runs parallel and spaced from the rotation axis D. The rotation axis R and the central axis M run parallel to one another.In this or another embodiment of the vehicle 1, the rotation axis R and the center axis M can also run coaxially to each other.

[0024] The rotation stop element 11 is assigned a first elongated hole 41 and a second elongated hole 43, which are each completely bounded radially outwardly by the rotation stop element 11. In the Fig. 6 shows a first welding stud 51, specifically with an external thread, as an example of a joining aid element. The first welding stud 51 and a second welding stud 53 are each welded separately from one another to the body pillar 3, specifically in such a way that they extend parallel to one another and each parallel to the rotation axis D. In addition, the rotation stop element 11 has a first, rectangular end face 45 and a second, rectangular end face 47. The first end face 45 extends in a first sectional plane of the sectional planes S, and the second end face 47 extends in a second sectional plane of the sectional planes S.

[0025] In the installed state of the safety belt device, in which the safety belt device is fastened to the body pillar 3, the rotation stop element 11 is indirectly joined to the body pillar 3 via the welding bolts 51 and 53. Specifically, the rotation stop element 11 is in a snap-in or clip connection with the welding bolts 51 and 53 via the elongated holes 41 and 43. The elongated holes 41 and 43 enable a vehicle-specific alignment of the rotation stop element 11 to the body pillar 3. The elongated holes 41 and 43 also enable subsequent fine adjustment of the position of the rotation stop element 1 relative to the body pillar 3.

[0026] During operation of the vehicle 1 and when the safety belt device is attached to the body pillar 3 and not in use, the belt deflection element 9 rests with the first stop surface 31 completely against the first end surface 45. This state is in the Fig. 4. In the event of a crash, the belt deflection element 9 rotates around the rotation axis D until the second stop surface 33 rests completely against the second end face 47. This state is shown in the Fig. 5 shown.

[0027] A first damping element 61 is inserted into the first elongated hole 41, and a second damping element 63 is inserted into the second elongated hole 43. The damping elements 61 and 63 are formed, here merely by way of example, by a plastic injected into the respective elongated hole. The damping elements 61 and 63 are each designed and suitable for cushioning and / or dampening the impact of the stop surfaces 31 and 33 on the end faces 45 and 47 of the rotation stop element 11 in the event of a crash. The first damping element 61 is interposed in the first elongated hole 41 between the first welding stud 51 and a wall surface of the rotation stop element 11 that radially outwardly delimits the first elongated hole 41. The second damping element 63 is interposed in the second elongated hole 43 between the second welding stud 53 and a wall surface of the rotation stop element 11 that radially outwardly delimits the second elongated hole 43. List of reference symbols 1 vehicle 3 body pillar 5 belt retractors 7 webbing 9 Belt deflection element 11 Rotary stop element 21 Belt opening 23 Belt running surface 31 first stop surface 33 second stop surface 41 first slot 43 second slot 45 first frontal surface 47 second frontal surface 51 first welding stud 53 second welding stud 61 first damping element 63 second damping element α stop angle β segment angle D axis of rotation M central axis S cutting plane Q transverse axis

Claims

[1] Vehicle (1) with: a body pillar (3), a belt deflection element (9), and a rotary stop element (11), wherein the belt guide element (9) and the rotation stop element (11) are connected to the body pillar (3), and wherein the rotary stop element (11) is a separate mounting component from the body column (3), characterized by , that the rotary stop element (11) is associated with a first elongated hole (41) and a second elongated hole (43), each of which is radially outwardly bounded by the rotary stop element (11), wherein it is preferably provided that the first elongated hole (41), preferably with a first damping element interposed, is in a snap-fit ​​or clip-fit ​​connection with a first joining aid element, and / or wherein it is preferably provided that the second elongated hole (43), preferably with a second damping element interposed, is in a snap-fit ​​or clip-fit ​​connection with a second joining aid element. [2] Vehicle (1) according to claim 1, characterized by , that the rotary stop element (11) is indirectly joined to the body pillar (3) via at least one joining aid element, and / or that the rotary stop element (11) is indirectly fixed to the body pillar (3) via at least one joining aid element, i.e., with regard to position and orientation. [3] Vehicle (1) according to claim 2, characterized by , that the joining aid element is formed by a weld stud (51; 53) with an external thread. [4] Vehicle (1) according to claim 2 or 3, characterized by , that the joining aid element is joined to the body pillar (3) individually and / or separately by material or force connection, wherein it is provided that the bolt is welded to the body pillar (3). [5] Vehicle (1) according to any of the preceding claims, characterized by , that the rotary stop element (11) is rotatably attached to the body column (3) about an axis of rotation (D), and / or that the rotary stop element (11) has a first rectangular or square end face (45) and a second rectangular or square end face (47). [6] Vehicle (1) according to any of the preceding claims, characterized by, that the belt deflection element (9) has a first rectangular or square stop surface (31) and a second rectangular or square stop surface (33), and that the belt deflection element (9) and the rotation stop element (11) are attached to the body pillar (3) such that the first stop surface (31) comes into contact with the first end face (45) in a first stop position by rotating the belt deflection element (9) about the axis of rotation (D) in a first direction of rotation, and / or that the second stop surface (33) comes into contact with the second end face (47) in a second stop position by rotating the belt deflection element (9) about the axis of rotation (D) in a second direction of rotation opposite to the first direction of rotation. [7] Vehicle (1) according to any one of claims 4 to 6, characterized by, that a first damping element (61) is inserted in the first elongated hole (41), and / or that a second damping element (63) is inserted in the second elongated hole (43), wherein it is provided that the first damping element (61) is arranged between the first joining aid element and a wall surface of the rotary stop element (11) that radially outward bounds the first elongated hole (41), and / or wherein it is provided that the second damping element (63) is arranged between the second joining aid element and a wall surface of the rotary stop element (11) that radially outward bounds the second elongated hole (43). [8] Vehicle (1) according to claim 5, characterized by , that the material of the rotary stop element (11) is plastic and / or metal and / or cast iron, and / or that the elongated holes (41; 43) extend circumferentially around the axis of rotation (D). [9] Rotary stop element (11) for a vehicle (1) according to one of the preceding claims.

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