Active belt system and simulator

Abstract

An active belt system (1) for transmitting a load to a passenger or driver during a simulation of a vehicle in a simulator, the active belt system (1) comprising a first upper belt (21) and a second upper belt (22) suitable for encircling the driver passing from the shoulders down the chest to the abdomen. The system also comprises a closure mechanism (3) suitable for restraining such first and second upper belts (21, 22) and a connection system (6'). The connection system (6') comprises a rear belt element (6) having a right end (61) engageable with the first upper belt (21) and a left end (62) engageable with the second upper belt (22), whereby said rear belt element (6) is suitable for encircling the driver passing from the back. Furthermore, a side belt (65, 65') is joined to the rear belt element (6) at any position between said right end and left end (61, 62). The active belt system (1) also comprises an actuation system (8) suitable for applying a controllable load to each of the first and second upper belts (21, 22) and to the connection system (6') so as to actively vary the length of said first and / or second upper belts (21, 22) and to the connection system (6') and accordingly the load transmitted to the driver.The simulator comprises a frame, a seat and an active belt system (1).

Description

[Technical field]

[0001] The present invention relates to an active belt system for transmitting inertial loads to a driver or passenger during a simulation in a simulator, for example during a driving simulation in a vehicle simulator, and more generally to a passenger of a vehicle simulated by a suitable vehicle simulator, for example a passenger of an amusement park attraction vehicle, an aerospace vehicle, etc. [Background technology]

[0002] Generally, vehicle simulators employ technical solutions and robotic systems to transmit to the driver or passengers dynamic stimuli that mimic the vehicle's behavior as closely as possible.

[0003] One of the most important aspects of these systems is the need to also transmit to the driver / passenger the inertial loads caused by low-frequency and static vehicle accelerations. Insofar as the transmission of these loads is difficult to manage, most simulators sacrifice these components by simply filtering them.

[0004] However, there are systems that attempt to deliver these components in a similar manner, sometimes with drawbacks.

[0005] Some of the systems, mainly intended for the elite market, use the movement of one or more robotic systems connected to the driving position. The need to transmit accelerations for long periods of time demands considerable dynamic performance from these devices, coupled with very long strokes. In particular, these devices are somewhat cumbersome, involve the installation of high-power systems, and in most cases high costs that are often not justified due to inadequate performance for the intended purpose.

[0006] The second solution, cheaper and simpler than the first, involves the transmission of direct physical stimuli based on the desired inertial forces. This mode allows forces to be transmitted to the driver's body in a certain direction, even for an indefinite period of time, and is typically implemented by active devices in the seat and / or by worn safety belts.

[0007] The use of active seat devices may involve the use of one or more pneumatic cushions that are inserted into specific recesses located inside the simulator's seat pad and are powered by compressed air and an electronically controlled valve system.

[0008] However, such a solution presents several problems.

[0009] Unfortunately, the pneumatic systems used have limited response times and poor regulation with respect to the force transmitted.

[0010] Furthermore, the contact points between the seat and the driver do not necessarily reflect what the driver perceives while actually driving; the driver may ultimately experience the correct forces but be inconsistent from a haptic perspective of interacting with the seat, which may compromise the overall effectiveness of the simulation.

[0011] Moreover, these systems are disadvantageously sensitive to the shape of the seat and padding of the housing, which can limit their effectiveness and versatility.

[0012] Other solutions on the market achieve load transfer to the driver by employing moving mechanical systems that are integral to or inside the seat, instead of pneumatic pads. For example, part of the interface between the driver and the seat is replaced by actuating panels that can move and / or rotate. The combined action of these panels makes it possible to push the driver's body in a specific direction.

[0013] Unfortunately, even these solutions do not provide optimal tactile feedback.

[0014] Moreover, such solutions are disadvantageously complex and costly, require substantial modification of the seat, and are expensive to generalize and adapt to different seats.

[0015] As an alternative to the solution using active seats, active safety belt systems are used, hereinafter referred to simply as "active belt systems".

[0016] Prior art active belt systems use as a starting point the motorsport safety belts, which are combined with more or less restraining sports seats for reasons of safety and immersion. The safety belts typically used in real racing cars consist of regular technical fabric belts, 4 to 6 in number, with the same number of associated anchor points (in practice, usually 4 to 6). The term anchor point refers to the point at which such a safety belt in the motorsport field is fixed to the frame of the vehicle or to an internal protective roll bar.

[0017] These belts are adjustable in length by means of special buckles and are provided with terminations, one end of which can be attached to the vehicle frame or roll bar and the second end of which can be inserted into a closing mechanism.

[0018] In particular, motorsport safety belts with a four-point layout include two upper belts that pass over the driver's shoulders, down the chest and to the abdomen, and two central belts that encircle the driver in the pelvic area.

[0019] The six-point motorsport safety belt also includes two additional lower belts that pass between the driver's legs.

[0020] These solutions known in the field of active belt systems for simulators envisage carrying out various adaptations with the aim of tensioning one or more of the upper belts of such a layout, while at the same time maintaining the shape, number and arrangement of the initial belts of the safety belt described above. Such systems also passively adjust the length of the belt by means of a buckle, while one or more fixed anchor points can optionally be replaced by connections to bending elements, for example springs. In this way, the relative movement between the seat and the belt applies a constant force, typically longitudinal compression, to the torso of the driver.

[0021] Alternative systems provide only a belt implementation that keeps the seat secured.

[0022] A more modular and versatile system would provide a dedicated tensioning system associated with each upper belt and / or each center belt.

[0023] The above-mentioned known solutions are effective for transmitting the inertial loads due to the longitudinal motion of the vehicle, but they disadvantageously do not allow the transmission of lateral loads.

[0024] A further disadvantage is that the contact surface with the driver through which the load is transmitted is very small, with the result that the pressure distribution during the simulation is not uniform or representative of reality.

[0025] As a result, the tactile feedback of load is ineffective and inconsistent with what is actually happening.

[0026] There is therefore a strong need to propose a system of active belts that is able to overcome the drawbacks described in the prior art references, in particular to increase the immersiveness of the driving simulation and to improve the performance of static and low frequency inertial loads, especially in the lateral direction, for the driver / passenger. Summary of the Invention

[0027] These requirements are met by an active belt system and a simulator according to the attached independent claims. The dependent claims set out preferred or advantageous embodiments of the invention. [Brief description of the drawings]

[0028] The features and advantages of the active belt system and simulator will become apparent from the following description of some preferred embodiments thereof, given for illustrative and non-limiting purposes with reference to the accompanying drawings, in which:

[0029] [Figure 1] FIG. 1 shows a front view of an active belt system according to an embodiment of the present invention.

[0030] [Diagram 2] 1 shows a perspective view of a seat restrained by an active belt system according to an embodiment of the present invention.

[0031] [Diagram 3] FIG. 2 shows a detailed view of the closing mechanism shown in FIG. 1.

[0032] [Figure 4a] FIG. 2 illustrates a rear view of a connection system for an active belt system according to an embodiment of the present invention.

[0033] [Figure 4b] FIG. 13 illustrates a rear view of a connection system for an active belt system according to an alternative embodiment of the present invention.

[0034] [Figure 5a] FIG. 13 shows a rear view of a rear belt element according to an alternative embodiment of the present invention. [Figure 5b] FIG. 13 shows a rear view of a rear belt element according to an alternative embodiment of the present invention. [Figure 5c] FIG. 13 shows a rear view of a rear belt element according to an alternative embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0035] With reference to the above figures, reference number 1 indicates in its entirety an active belt system for transmitting loads to a passenger or driver during the simulation of a vehicle in a simulator.

[0036] According to the present invention, and referring to the accompanying FIG. 1, an active belt system 1 comprises:

[0037] A first upper belt 21 and a second upper belt 22,

[0038] A closing mechanism 3;

[0039] A connection system 6' having a rear belt element 6 and side belts 65, 65'; has.

[0040] The aforementioned first upper belt 21 and second upper belt 22 are adapted to encircle the driver and pass from the shoulders down the chest to the abdomen.

[0041] Each of the first and second upper belts has a first closed terminal 51 and a second closed terminal 52 at its lower end 220, 220', respectively.

[0042] The closing mechanism 3 has a first closing sheet 31 and a second closing sheet 32 ​​suitable for receiving a first closing terminal 51 and a second closing terminal 52 .

[0043] Preferably, each of the first upper belt 21 and the second upper belt 22 has a first connecting terminal 41 and a second connecting terminal 42 at the lower end 210, 210', respectively.

[0044] Preferably, such a first connecting terminal 41 and a second connecting terminal 42 are suitable to be fixed to the frame of the simulator or to one of the adjustment elements 80.

[0045] According to the invention, as already mentioned, the connection system 6' comprises:

[0046] a rear belt element 6 having a right end 61 engageable with the first upper belt 21 and a left end 62 engageable with the second upper belt 22, thereby being adapted to pass around and encircle the driver's back;

[0047] A side belt 65, 65' joined to the rear belt element 6 at any position between the right end 61 and the left end 62; It consists of:

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

[0049] Preferably, the closing mechanism 3 also comprises a quick release system for releasing the first and second closing seats 31, 32 from engagement with the first and second closing terminals 51, 52, respectively.

[0050] According to the invention, the active belt system 1 comprises an actuation system 8 suitable for controlling the load on the first upper belt 21 and / or the second upper belt 22, respectively, and on the connection system 6'.

[0051] The actuation system 8 comprises an adjustment element 80 and active means 81 suitable for actuating said adjustment element 80 so as to actively change the length of the first upper belt 21 and / or the second upper belt 22 and the length of the connection system 6' and thus the load transmitted to the driver.

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

[0053] Preferably, the active means 81 is a rotary electric motor, or a gear motor, or a linear motor, or a pneumatic piston, or a hydraulic piston operably connected to the adjustment element 80 to change the length of each of the first upper belt 21 and the second upper belt 22 and the length of the connection system 6'.

[0054] According to an advantageous embodiment, each of the side belts 65, 65' is suitable to be connected at its respective free end to one of the adjustment elements 80, and active means 81 are suitable for actuating said adjustment element 80 so as to actively vary the length of each of the side belts 65, 65'.

[0055] In other words, preferably the actuation system 8 acts on the transmission of load to the driver in directly shortening or lengthening the side belts 65, 65'. Thus, preferably the actuation system 8 acts indirectly on the rear belt element 6 beyond changing the length of the side belts 65, 65'.

[0056] According to the embodiment of the invention shown, for example, in FIG. 5 a , the rear belt element 6 is a single belt element extending along the preferred direction and extending between a right end 61 and a left end 62 .

[0057] According to an alternative embodiment, for example shown in the attached FIG. 5b, the rear belt element 6

[0058] a central portion 600 bounded by a first intersecting end 601 and a second intersecting end 602;

[0059] a first branch belt element 621, 621', 621'' extending between the first cross end 601 and the right end 61;

[0060] a second branch belt element 622, 622', 622'' extending between the second cross end 602 and the left end 62; It has

[0061] The first branch belt element 621, 621', 621'' and the two branch belt elements 622, 622', 622'' extend radially from the first intersecting end 601 and the second intersecting end 602, respectively, and define intersecting surfaces with the first upper belt 21 and the second upper belt 22, respectively, suitable for contacting the driver's buttocks.

[0062] Preferably, said intersecting surface is "V" shaped.

[0063] According to an embodiment of the present invention, and with reference to FIG. 4 a , the side belts 65 , 65 ′ are joined to the rear belt element 6 at the aforementioned first and second crossing ends 601 , 602 .

[0064] According to an alternative embodiment, with reference to FIG. 4b, the side belts 65, 65' are joined to the rear belt element 6 in the centre of the crossing plane.

[0065] According to an advantageous embodiment, the connection system 6' has filling portions 67, 68, for example made of fabric, arranged respectively between the first branch belt element 621, 621', 621'' and the first upper belt 21, and between the second branch belt element 622, 622', 622'' and the second upper belt 22, so as to maximize the area of ​​the intersecting surface in contact with the driver's buttocks.

[0066] According to a further embodiment of the invention shown in Fig. 5c, the rear belt element 6 comprises a plurality of belts 70, 71, 72 which extend parallel to one another and with preferential extension directions between the right end 61 and the left end 62, so that together with the first upper belt 21 and the second upper belt 22, the plurality of belts 70, 71, 72 define a rear surface suitable for contacting the driver's back and buttocks.

[0067] Preferably, said plurality of belts 70, 71, 72 are parallel and spaced therebetween along a direction perpendicular to the direction of preferential extension therebetween.

[0068] According to an advantageous variant, the connection system 6' comprises filling portions 67, 68, for example made of fabric, arranged between said belts 70, 71, 72 so as to maximize the area of ​​said rear face.

[0069] Preferably, the right end 61 and the left end 62 of the rear belt element 6 are fixedly engageable with said first upper belt 21 and said second upper belt 22, respectively, for example by being sewn thereto.

[0070] Alternatively, the right end 61 and the left end 62 of the rear belt element 6 are releasably engageable with the first upper belt 21 and the second upper belt 22, respectively, for example by means of buckles.

[0071] Preferably, the active belt system 1 comprises a mechanical locking device suitable for establishing a maximum length of each of the first and second upper belts 21, 22 and of the connection system 6' so as to limit the movement of the adjustment element 80.

[0072] Preferably, the actuation system 8 is suitable for operation in a unidirectional configuration, in which the adjustment element 80 is suitable for reducing the length of the first upper belt 21 and the second upper belt 22 and the length of the connection system 6', thereby increasing the load transmitted to the driver for a given preload condition on the driver / passenger.

[0073] Alternatively, the actuation system 8 is suitable for operation in a bidirectional configuration, in which the adjustment element 80 is suitable for decreasing and, preferably, increasing the length of each of the first and second upper belts 21, 22 and the length of the connection system 6' up to a maximum length established by the mechanical locking device, thus making it possible to increase or decrease, respectively, the load transmitted to the driver / passenger for a given preload condition on the driver / passenger.

[0074] According to an embodiment, the actuation system 8 comprises an electronic processing control unit configured to control the active means 81 in such a way as to increase and / or decrease the length of the first and second upper belts 21 and 22 and the length of the connection system 6' with respect to a given length of the first and second upper belts 21 and 22 and a given length of the connection system 6' which determines the preload on the driver / passenger.

[0075] According to the embodiment shown in FIG. 1, for example, the active belt system 1 also comprises a first central belt 23 and a second central belt 24 adapted to pass over the pelvis and encircle the driver.

[0076] Each of the first upper belt 23 and the second upper belt 24 has a first central connecting terminal 53 and a second central connecting terminal 54 at a lower end 240, 240', respectively.

[0077] According to such embodiment, the closing mechanism 3 therefore comprises a third closing seat 33 and a fourth closing seat 34 engageable with said first central connecting terminal 53 and said second central connecting terminal 54 .

[0078] These central belts 23, 24 may also be implemented by an actuation system 8 or may otherwise passively contribute to the transmission of load to the driver / passenger and be constrained to the frame.

[0079] Particularly preferably, the first central belt 23 and the second central belt 24 have a first central connecting terminal 43 and a second central connecting terminal 44 at their respective distal ends 230, 230'.

[0080] The first central connecting terminal 43 and the second central connecting terminal 44 are suitable to be fixed to the simulator frame or to one of the adjustment means 80, and the active means 81 are suitable for activating the adjustment element 80 so as to actively change the length of the first central belt 23 and / or the second central belt 24.

[0081] According to a further embodiment, the active belt system 1 also comprises a first lower belt 25 and a second lower belt 26 suitable for passing between the legs and encircling the driver.

[0082] In particular, each of the first lower belt 25 and the second lower belt 26 has a first lower connecting terminal 45 and a second lower connecting terminal 46, respectively, at the respective lower ends 250, 250' of the lower belts, suitable for being fixed to the simulator frame or seat.

[0083] Each of the first lower belt 25 and the second lower belt 26 is restrained by a closing mechanism 3.

[0084] Particularly preferably, each of the first lower belt 25 and the second lower belt 26 has a first lower closing terminal 55 and a second lower closing terminal 56, respectively, at the upper ends 260, 260' of the lower belts, and according to this embodiment, the closing mechanism 3 has a fifth closing sheet 35 and a sixth closing sheet 36 which are engageable with the first lower closing terminal 55 and the second lower closing terminal 56 by snapping.

[0085] Thus, according to this embodiment, the closing mechanism can be released from the lower belt, which instead remains constrained to the frame or seat.

[0086] Alternatively, each of the first lower belt 25 and the second lower belt 26 is permanently, e.g. non-removably, fixed to the closing mechanism 3 .

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

[0088] These lower belts therefore cause the closing mechanism to remain restrained to the frame or seat.

[0089] According to an alternative embodiment, for example as shown in Figures 1, 4a and 4b, the active belt system 1 also has an auxiliary connection part 10 suitable for passing through the driver's chest and connecting the first upper belt 21 and the second upper belt 22 to each other.

[0090] Preferably, the active belt system 1 also comprises manual adjustment means 100, such as slide buckles, for each of said first and second upper belts 21, 22 and for the rear belt element 6.

[0091] These manual adjustment means 100 are suitable to be operated to manually vary the length of each of the first and second upper belts 21 and 22 and the length of the rear belt element 6 .

[0092] Such manual adjustment means are preferably suitable to be operated to manually change the length of each of the first central belt 23 and the second central belt 24 and also the length of each of the first lower belt 25 and the second lower belt 26.

[0093] With reference to the embodiment shown in FIG. 2, the active belt system 1 comprises a bracket having a belt guide element 99, for example a belt guide with a single roller or double roller, suitable to be fixed to the seat or frame of the simulator and suitable for stabilizing the sliding of each of the first upper belt 21 and the second upper belt 22 and the sliding of the connection system 6′ so as to keep the direction in which the adjustment means 80 acts constant.

[0094] According to one embodiment, the closing mechanism 3 is suitable to be fixed to at least one anchor point integral with the frame or seat of the simulator. In particular, the locking mechanism 3 is restrained in an at least partially non-active and adjustable manner, for example by connection with the seat or simulator frame by belts that are only passively adjustable using manual adjustment means. Such only passively adjustable belts may be one or more of the first central belt 23 and the second central belt 24 or the first lower belt 25 and the second lower belt 26.

[0095] The subject of the invention is also a simulator comprising a frame, a seat and at least one active belt system 1 according to the invention and as described in the previous paragraph.

[0096] Preferably, the simulator is equipped with displays and actuators that are known to those skilled in the art and are not described as such here.

[0097] For example, the simulator is a simulator for driving a wheeled vehicle, or an aerospace vehicle, or a naval vehicle, or the like. Alternatively, the simulator is a system capable of simulating loads on a passenger sitting in, for example, a rollercoaster seat, or a seat in a 4D movie theater.

[0098] Innovatively, the present invention successfully overcomes the shortcomings of prior art systems.

[0099] Innovatively, in fact, the invention makes it possible to transmit to the passenger sitting in the seat generated forces having vertical, longitudinal and especially lateral components, considerably increasing the immersiveness of the simulation.

[0100] Even more advantageously, the present invention improves the ability of any simulator to enable the driver to perceive static and low frequency inertial loads.

[0101] Advantageously, the invention allows a more faithful simulation of the load transfer during real use of the vehicle. In fact, the active belt system that is the subject of the invention does not use any active elements inside the vehicle seat, but only uses the belt as a stimulus means. The seat acts passively as a means of confining the driver and as a source of restraint reaction, as occurs under real, normal behavior.

[0102] Advantageously, therefore, the present invention is adaptable for use with a variety of seats and requires minimal modification to the seats to allow for the passage of the side belt elements.

[0103] In particular, in a highly advantageous manner, the invention makes it possible to apply an adjustable force to the driver's torso, in particular by the rear belt element 6, and more effectively by the side belts 65, 65'.

[0104] According to a further advantage, the active belt system of the present invention allows for independent forces to be applied to each belt, in synergistic combination with the addition of the actuation system 8 and the connection system 6', to obtain a resultant force that can be directed in any direction towards the seat.

[0105] According to yet a further advantage, the active belt system allows for the generation of forces whose components are modulated continuously, over a wide amplitude range, and with low latency, conveying a combination of dynamic, static, and low frequency feedback to the driver.

[0106] Innovatively, the present invention improves the tactile representation of lateral force transmission.

[0107] Advantageously, the presence of a mechanical locking system makes it possible to maintain the functionality of the safety belt, in particular its ability to effectively hold the torso in an emergency.

[0108] Advantageously, the actuation system that acts in a dedicated manner on each belt of the active belt system that is the subject of the present invention increases responsiveness and consistency between different systems on the market.

[0109] Advantageously, the variant of the connection system having cross sections and filler sections allows for maximizing the contact surface with the driver / passenger's buttocks, improving the distribution of pressure and inertial loads.

[0110] Advantageously, the filling portion ensures greater ergonomics and resistance of the connection system.

[0111] Advantageously, the belt guide elements also provide support for the belt and create a consistent pulling direction.

[0112] Advantageously, and finally, such an invention can significantly improve the effectiveness of driving simulators and fundamentally impact their operation. The initial discussion of the prior art shows how known simulators have been strongly influenced in design, cost, and performance by the problems solved by the invention. As a result, the active belt system described herein, when employed in a simulator, can fundamentally impact its design specifications, final performance, design, and cost.

[0113] Those skilled in the art may make some modifications to the embodiments of the present invention to meet their specific needs, or substitute other elements that are functionally equivalent.

[0114] These modifications are also included in the scope of protection defined by the following claims.

Claims

1. An active belt system (1) for transmitting a load to a passenger or a driver during a simulation of a vehicle in a simulator, comprising: a first upper belt (21) and a second upper belt (22) suitable for surrounding the driver and passing from the shoulders to below the chest to the abdomen, each of the first upper belt (21) and the second upper belt (22) having a first closed terminal (51) and a second closed terminal (52) at respective lower ends (220, 220'), the first upper belt (21) and the second upper belt (22); a closing mechanism (3) having a first closing seat (31) and a second closing seat (32) engageable with the first closed terminal (51) and the second closed terminal (52); a rear belt element (6) having a right end (61) engageable with the first upper belt (21) and a left end (62) engageable with the second upper belt (22), whereby the rear belt element (6) is suitable for passing from the back and surrounding the driver, the rear belt element (6); side belts (65, 65') joined to the rear belt element (6) at an arbitrary position between the right end (61) and the left end (62); and a connection system (6'); The active belt system (1) is provided with an operating system (8) suitable for applying a controllable load to each of the first upper belt (21) and the second upper belt (22) and the connection system (6'), the operating system (8) having an adjustment element (80) and active means (81) suitable for actuating the adjustment element (80) to actively change the lengths of the first upper belt (21) and / or the second upper belt (22) and the length of the connection system (6'), thus changing the load transmitted to the driver, the active belt system (1).

2. Each of the first upper belt (21) and the second upper belt (22) has a first connecting terminal (41) and a second connecting terminal (42) at respective upper ends (210, 210'), and the first connecting terminal (41) and the second connecting terminal (42) are suitable for being fixed to one of the frame of the simulator or the adjustment element (80). The active belt system (1) according to Claim 1.

3. ​ Each of said side belts (65, 65') is suitable for being constrained at each of its free ends to one of said adjustment elements (80). Said active means (81) is suitable for actuating said adjustment element (80) so as to actively change the length of each of said side belts (65, 65'). The active belt system (1) according to claim 1.

4. Said rear belt element (6) is a single belt element extending along a direction preferentially extending between said right end (61) and said left end (62). The active belt system (1) according to claim 1.

5. Said rear belt element (6) has a central portion (600) delimited by a first crossing end (601) and a second crossing end (602), a first branched belt element (621, 621', 621'') extending between said first crossing end (601) and said right end (61), and a second branched belt element (622, 622', 622'') extending between said second crossing end (602) and said left end (62), and said first branched belt element (621, 621', 621'') and said second branched belt element (622, 622', 622'') each extend radially from said first crossing end (601) and said second crossing end (602), and together with said first upper belt (21) and said second upper belt (22), respectively define a crossing surface suitable for contacting the driver's buttocks. The active belt system (1) according to claim 1.

6. Said connection system (6') has filling portions (67, 68), for example made of cloth, respectively arranged between said first branched belt element (621, 621', 621'') and said first upper belt (21) and between said second branched belt element (622, 622', 622'') and said second upper belt (22) so as to maximize the area of said crossing surface. The active belt system (1) according to claim 5.

7. Said rear belt element (6) has a plurality of belts (70, 71, 72) extending between said right end (61) and said left end (62) in directions parallel to each other and preferentially extending, whereby, together with said first upper belt (21) and said second upper belt (22), said plurality of belts (70, 71, 72) define a rear surface suitable for contacting the driver's back and buttocks. The active belt system (1) according to claim 1.

8. The connection system (6') has a filling part (67, 68), for example made of cloth, arranged between the plurality of belts (70, 71, 72) so as to maximize the area of the rear surface. The active belt system (1) according to claim 7.

9. Comprises a mechanical locking device suitable for establishing the maximum length of each of the first upper belt (21) and the second upper belt (22) and the maximum length of the connection system (6') so as to limit the operation of the adjustment element (80). The active belt system (1) according to claim 1.

10. The actuation system (8) is suitable for operation in a unidirectional configuration, the adjustment element (80) is suitable for reducing the length of each of the first upper belt (21) and the second upper belt (22) and the length of the connection system (6'), and increases the load transmitted to the driver / passenger regarding a predetermined preloading state of the driver / passenger. The active belt system (1) according to claim 1.

11. The actuation system (8) is suitable for operation in a bidirectional configuration, and the adjustment element (80) is suitable for both reducing and increasing the length of each of the first upper belt (21) and the second upper belt (22) and the length of the connection system (6') so as to increase or decrease respectively the load transmitted to the driver / passenger regarding a predetermined preloading state of the driver / passenger. The active belt system (1) according to claim 1.

12. The active belt system (1) comprises a first central belt (23) and a second central belt (24) suitable for passing above the pelvis and surrounding the driver, the first central belt (23) and the second central belt (24) each having a first central connection terminal (43) and a second central connection terminal (44) at their respective distal ends (230, 230'), and the first central connection terminal (43) and the second central connection terminal (44) are suitable for being fixed to the frame of the simulator or one of the adjustment elements (80). The active means (81) is suitable for actuating the adjustment element (80) so as to actively change the length of the first central belt (23) and / or the second central belt (24). The active belt system (1) according to claim 1.

13. The active belt system (1) also includes a first lower belt (25) and a second lower belt (26) suitable for passing between the legs and surrounding the driver. Each of the first lower belt (25) and the second lower belt (26) has a first lower connection terminal (45) and a second lower connection terminal (46) at the respective lower ends (250, 250') of the lower belts. The first lower connection terminal (45) and the second lower connection terminal (46) are suitable for being fixed to the frame or seat of the simulator. Each of the first lower belt (25) and the second lower belt (26) is constrained by the closing mechanism. The active belt system (1) according to claim 1.

14. The active belt system (1) includes manual adjustment means (100), such as a slide buckle, for each of the first upper belt (21) and the second upper belt (22) and for the rear belt element (6). The manual adjustment means (100) is suitable for being operated to manually change the lengths of the first upper belt (21) and the second upper belt (22) and the length of the rear belt element (6). The active belt system (1) according to claim 1.

15. The active belt system (1) is suitable for being fixed to the seat or frame of the simulator so as to keep the direction in which the adjustment element (80) acts constant, and includes a belt guide element (99), such as a single roller or a double roller, suitable for stabilizing the sliding of each of the first upper belt (21) and the second upper belt (22) and the sliding of the connection system (6'). The belt guide element (99) is a bracket having a belt guide with a single roller or a double roller. The active belt system (1) according to claim 1.

16. A frame, A seat, And an active belt system (1) according to any one of claims 1 to 15 suitable for cooperating with the frame and / or the seat A simulator comprising.

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