Safety belt device in a motor vehicle

Abstract

A belt fitting for a safety belt device in a motor vehicle, the fitting having a base portion and an adjoining insertion tongue, in which base portion a belt eye is provided, through which a belt strap is guided and which subdivides the belt strap into a shoulder belt portion and a lap belt portion when the belt is fastened, and additionally having a clamping element that is freely movable between a release position, in which the belt strap is run freely movably through the belt eye, and a clamping position in which the belt strap is clamped tightly with a clamping force between the clamping element and a clamping stop. According to the invention, the clamping element and/or the clamping stop has a clamping contour, with which the belt strap can be clamped tightly in the clamping position over a belt strap width in a non-linear and/or uneven clamping force distribution.

Claims

1. A belt fitting for a safety belt device in a motor vehicle, said belt fitting comprising: a base section, said base section comprising a belt slit through which a belt strap passes, and which, when the safety belt is fastened, subdivides the belt strap into a shoulder belt section and a lap belt section, an adjoining insertion tongue, and a clamping element configured to be adjustable between a release position, in which the belt strap can move freely as it passes through the belt slit, and a clamping position, in which the belt strap is clamped tightly between the clamping element and a clamping stop with a clamping force, wherein the clamping element and/or the clamping stop has a clamping contour with which the belt strap, when it is in the clamped position, is clamped with a non-linear and/or non-uniform clamping force distribution over a width of the belt strap, wherein the clamping contour comprises a crown or an outward bulge having an apex that presses into a center of the belt strap when it is in the clamping position and with arc sections descending in a crosswise direction of the belt strap.

2. The belt fitting according to claim 1, wherein the clamping contour of the clamping element and/or of the clamping stop is at a distance of one crosswise offset from an outer edge of the belt strap.

3. The belt fitting according to claim 1, wherein the clamping contour has at least one clamping projection that extends from the base surface of the clamping element and/or of the clamping stop by a height that is smaller than or equal to a thickness (s) of a material of the belt strap.

4. The belt fitting according to claim 1, wherein a course of the apex in the crosswise direction is configured to be rectilinear over a center area.

5. The belt fitting according to claim 4, wherein the rectilinear center area of the apex has a length of less than 85% of the width of the belt strap.

6. The belt fitting according to claim 4, wherein the rectilinear center area of the apex has a length of less than 75% of the width of the belt strap.

7. The belt fitting according to claim 4, wherein the rectilinear center area of the apex has a length of less than 50% of the width of the belt strap.

8. The belt fitting according to claim 1, wherein the clamping element is configured to pivot around an axis of rotation between the release position and the clamping position, and is elastically pre-tensioned in the release position (I), wherein, during normal driving, the belt strap is in sliding contact and can move freely over a running surface of the clamping element, and wherein, in case of a collision, when elevated belt forces are exerted, the clamping element can be moved in a direction of rotation into the clamping position.

9. The belt fitting according to claim 1, wherein the clamping force distribution at the belt strap's outer edges is reduced relative to the center area of the belt strap.

10. A safety belt device for a motor vehicle, said safety belt having the belt fitting according to claim 1.

11. The belt fitting according to claim 10, wherein no clamping force is introduced in an area of the outer edges of the belt strap.

12. A belt fitting for a safety belt device in a motor vehicle, said belt fitting comprising: a base section, said base section comprising a belt slit through which a belt strap passes, and which, when the safety belt is fastened, subdivides the belt strap into a shoulder belt section and a lap belt section, an adjoining insertion tongue, and a clamping element configured to be adjustable between a release position, in which the belt strap can move freely as it passes through the belt slit, and a clamping position, in which the belt strap is clamped tightly between the clamping element and a clamping stop with a clamping force, wherein the clamping element and/or the clamping stop has a clamping contour with which the belt strap, when it is in the clamped position, is clamped with a non-linear and/or non-uniform clamping force distribution over a width of the belt strap, wherein in a crosswise direction of the belt strap, the clamping contour has consecutive contour sections that are at a distance from each other by lengthwise offsets in a lengthwise direction of the belt strap, wherein the contour sections that are at a distance from each other by lengthwise offsets make a sinusoidal transition into one another.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The invention and its advantageous embodiments and/or refinements as well as their advantages will be explained in greater detail below, making reference to the drawings.

(2) The following is shown:

(3) FIG. 1 a section of a three-point safety belt device in a position of use, in which the safety belt is being worn by a vehicle occupant;

(4) FIG. 2 the belt fitting in an exploded view;

(5) FIG. 3 an enlarged sectional view along the sectional plane I-I of FIG. 1, in which the clamping element is shown in the release position;

(6) FIG. 4 the clamping element in the clamping position, in a view corresponding to FIG. 3;

(7) FIG. 5 a clamping element in its clamping position as well as a diagram pertaining to the clamping force distribution in a greatly enlarged and simplified schematic view;

(8) FIGS. 6 to 8 perspective views of clamping elements with different clamping contours; and

(9) FIG. 9 another embodiment variant of the clamping element in a view corresponding to FIG. 5.

DETAILED DESCRIPTION OF THE INVENTION

(10) The partial view of FIG. 1 shows a three-point safety belt in a position of use, that is to say, in a position in which the safety belt is being worn by a vehicle occupant, said three-point seat belt comprising a shoulder belt section 1 and a lap belt section 3. For the sake of clarity, neither the driver's seat nor the vehicle occupant are shown here. The upper end of the shoulder belt section 1 (likewise not shown here) is connected to a retractor (not shown here) that is arranged, for example, in the B-pillar. According to FIG. 1, the lap belt section 3 extends in the crosswise direction y of the vehicle from an outer attachment point (not shown here) to a belt fitting 7 that is inserted into a belt buckle 11 with an insertion tongue 9.

(11) The belt fitting 7 consists of a base section 13 as well as the above-mentioned insertion tongue 9. The base section 13 of the belt fitting 7 has a belt slit 15 through which the belt strap 5 passes. When the safety belt is fastened, as shown in FIG. 1, the belt strap 5 is subdivided at the belt slit 15 into the shoulder belt section 1 and the lap belt section 3.

(12) As can be seen in FIGS. 2 and 3, a bar-shaped clamping element 17 is articulated onto the base section 13 of the belt fitting 7 so as to pivot around an axis of rotation A. During normal driving, the clamping element 17 is elastically pre-tensioned by means of a spring 50 (FIG. 2) in a release position I, which is shown in FIG. 3. In the release position I, the belt strap 5 can move freely and it is in sliding contact over a running surface 19 of the clamping element 17.

(13) In the release position I, the clamping element 17, together with a clamping lip 23, forms a clamping gap 21 (FIG. 3).

(14) In FIG. 4, the belt fitting is shown in case of a collision. In case of a collision, very large belt forces F.sub.B, F.sub.S act on the lap belt section 3 and on the shoulder belt section 1 of the safety belt. As a result, the clamping element 17 is also subjected to elevated belt forces, as a result of which the clamping element 17 is moved in a direction of rotation R into the clamping position II. In the clamping position II, a clamping crossbar 25 that is shaped onto the clamping element 17 presses the belt strap 5 against the clamping lip 23 with a clamping force F.sub.K. Consequently, in case of a collision, the lap belt section 3 is blocked in a manner that is conducive to safety.

(15) According to FIG. 5, the clamping crossbar 25 of the clamping element 17 is not contoured in the crosswise direction y of the belt strap so as to be rectilinear and planar, but rather, the clamping crossbar 25 has a crown or an outward bulge in the crosswise direction y, namely, with an apex 29 arranged in the center, approximately in the crosswise direction y, as well as arc sections 31 that are laterally descending in the crosswise direction y. The apex 29 as well as the laterally descending arc sections 31 yield a clamping contour K according to FIG. 5, resulting in the depicted distribution F(b) of the clamping force over the width b of the belt strap. The apex 29 of the crown extends by a height h from a base surface 30 of the clamping crossbar 25 that is smaller than or equal to the thickness s of the material of the belt strap, which is usually in the vicinity of 1.2 mm.

(16) In the clamping position II shown in FIG. 5, there is no continuous linear or uniform curve of the clamping force distribution between the two outer edges 33 of the belt strap, but rather, there is a non-linear clamping force distribution F(b) with a clamping force F.sub.K,max in the center of the belt strap 5. Accordingly, the outer edges 33 of the belt strap 5 are subjected to little or even no clamping force whatsoever.

(17) In FIG. 6, the clamping crossbar 25 of the clamping element 17 has a wavy clamping contour K in the crosswise direction y of the belt strap, comprising a total of five or six clamping projections 35.

(18) The clamping projections 35 make a sinusoidal transition into one another, whereby the indicated amplitude height h is likewise smaller than or equal to the thickness s of the material of the belt strap.

(19) In FIG. 7, the clamping contour K of the clamping crossbar 25 has consecutive contour sections 37, 39 in the crosswise direction y of the belt strap. As seen in the lengthwise direction x of the belt strap, the contour sections 37, 39 are offset relative to each other by a lengthwise offset x. Moreover, the contour sections 37, 39 make a sinusoidal transition into one another. In FIG. 7, the center contour section 39 is leading in the actuation direction R relative to the two side contour sections 37. This means that, during the transition to the clamping position II, first of all, the center, leading contour section 39 makes a clamping connection with the belt strap 5. Subsequently, the lagging contour section 37 makes a clamping connection with the belt strap with a time delay and at a distance by a lengthwise offset x.

(20) In contrast, in FIG. 8, the contour section that is leading in the direction of rotation R is arranged in the center in the crosswise direction y of the belt strap and it makes a transition to leading contour sections 39 that are each arranged at the edges.

(21) Another embodiment variant of the invention is shown in FIG. 9, in a view corresponding to that of FIG. 5. Unlike in FIG. 5, the apex 29 in FIG. 9 is not punctiform and arranged in the center in the crosswise direction y, but rather the apex 29 extends in the crosswise direction y over a center area that makes a transition on the outside to laterally descending arc sections 31. The outer contour of the apex 29 running rectilinearly over the center area is configured here so as to be parallel to the axis of rotation A of the clamping crossbar 25. Correspondingly, in FIG. 9, the distribution F(b) of the clamping force is not bell-shaped as is the case in FIG. 5, but rather, it has a plateau with an essentially constant clamping force curve in the center area of the belt strap.

(22) Therefore, according to FIG. 9, the clamping crossbar 25 is configured to be straight or linear in the center area, whereby only its outer edges 31 are rounded off or beveled. The length of the rounded-off sections 31 in the crosswise direction y can be about 10 mm on each side. The total length of the clamping crossbar 25 can be approximately 51 mm in each of the embodiment variants shown.