U.S. patent application number 12/498026 was filed with the patent office on 2011-01-06 for safety belt.
This patent application is currently assigned to Schroth Safety Products GmbH. Invention is credited to Thomas Rathmann-Ramlow, Elke Schubert.
Application Number | 20110001312 12/498026 |
Document ID | / |
Family ID | 42991099 |
Filed Date | 2011-01-06 |
United States Patent
Application |
20110001312 |
Kind Code |
A1 |
Schubert; Elke ; et
al. |
January 6, 2011 |
SAFETY BELT
Abstract
A safety belt includes a length adjuster for securement of one
end of a belt webbing, with the length adjuster being constantly
biased in a direction of retraction of the belt webbing. A locking
mechanism, when rendered effective, inhibits the length adjuster
from turning in a direction of protraction of the belt webbing and
is operatively connected to a control unit which, when activated,
applies a locking function to inhibit the belt member from being
pulled out of the retractor and being retracted, thereby preventing
a lengthening and shortening of the belt webbing. Operatively
connected to the control unit is an actuator which is constructed
to allow an occupant, upon actuation, to override the locking
function and thereby render the locking mechanism ineffective to
enable the occupant to adjust a length of the belt webbing.
Inventors: |
Schubert; Elke; (Soest,
DE) ; Rathmann-Ramlow; Thomas; (Ense, DE) |
Correspondence
Address: |
HENRY M FEIEREISEN, LLC;HENRY M FEIEREISEN
708 THIRD AVENUE, SUITE 1501
NEW YORK
NY
10017
US
|
Assignee: |
Schroth Safety Products
GmbH
Arnsberg
DE
|
Family ID: |
42991099 |
Appl. No.: |
12/498026 |
Filed: |
July 6, 2009 |
Current U.S.
Class: |
280/806 |
Current CPC
Class: |
B60R 22/41 20130101;
B64D 11/062 20141201; B60R 22/38 20130101; B60R 2022/4866 20130101;
B60R 2022/4841 20130101; B60R 2022/4816 20130101; B60R 2022/4858
20130101; B60R 22/48 20130101 |
Class at
Publication: |
280/806 |
International
Class: |
B60R 22/36 20060101
B60R022/36; B60R 22/48 20060101 B60R022/48 |
Claims
1. A safety belt, comprising: a retractor for securement of one end
of a belt webbing, said retractor being constantly biased in a
direction of retraction of the belt webbing; a control unit which,
when activated, applies a locking function to inhibit the belt
member from being pulled out of the retractor and being retracted,
thereby preventing a lengthening and shortening of the belt
webbing; and an actuator operatively connected to the controller
and constructed to allow an occupant upon actuation to override the
locking function and to enable the occupant to adjust a length of
the belt webbing.
2. The safety belt of claim 1, wherein the length adjuster has a
spindle for securement of the one end of the belt webbing, and a
stepper motor acting on the spindle to spontaneously tighten the
belt webbing when the occupant releases the actuator.
3. The safety belt of claim 1, wherein the length adjuster has a
spindle for securement of the one end of the belt webbing, and a
spring acting on the spindle to urge the length adjuster to tighten
the belt webbing when the occupant releases the actuator.
4. The safety belt of claim 1, further comprising a locking
mechanism constructed to inhibit the length adjuster from turning
in a direction of protraction of the belt webbing, wherein the
control unit includes a cam disk, which is rotatable in opposition
to a restoring force of a spring and has an arcuate slot, a locking
pin received in the arcuate slot for movement between a first
position in which the locking pin engages the locking mechanism to
implement the locking function and a second position in which the
locking pin is disengaged from the locking mechanism, and a cable
pull connecting the actuator with the cam disk.
5. The safety belt of claim 1, wherein the actuator includes a
release button provided in an armrest of a vehicle seat.
6. The safety belt of claim 1, wherein the control unit includes a
magnetic switch which is activated when the occupant actuates the
actuator to override the locking function.
7. The safety belt of claim 6, wherein the magnetic switch includes
a timer to define a time period within which the occupant is able
to override the locking function.
8. The safety belt of claim 1, wherein the control unit is
deactivated by a master signal triggered by a vehicle sensor or
distance sensor or manually, to override the locking function and
to allow a shortening and thereby tightening of the belt
webbing.
9. The safety belt of claim 8, wherein the control unit is
activated again within a predefined time period to implement the
locking function after the master signal has been triggered.
10. The safety belt of claim 1, further comprising a detector
operatively connected to the control unit to cause the control unit
to implement the locking function when the detector ascertains that
the occupant occupies a vehicle seat, and to cause an overriding of
the locking function, when the vehicle seat is vacated so that the
length adjuster is able to retract excess belt webbing.
11. The safety belt of claim 10, wherein the control unit applies
the locking function within a predefined time period after the
detector has recognized that the vehicle seat is occupied.
12. The safety belt of claim 10, wherein the detector is a pressure
sensor which is integrated in a seating area of the vehicle
seat.
13. The safety belt of claim 1, further comprising a buckle for
receiving another end of the belt webbing, and a switching device
fitted in the buckle and constructed to cause the control unit to
implement the locking function when the belt webbing is engaged in
the buckle and to cause an overriding of the locking function, when
the belt webbing is disengaged from the buckle so that the length
adjuster is able to retract excess belt webbing.
14. The safety belt of claim 13, wherein the belt webbing has
conductors interlaced therein and operatively connected to contacts
of the length adjuster so that the control unit implements the
locking function, when the switching device recognizes that the
belt webbing is engaged in the buckle.
15. The safety belt of claim 1, wherein the length adjuster is
incorporated as flying adjustment in the belt webbing.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates, in general, to a safety belt,
and in particular to a safety belt for use in an aircraft or
military vehicles with limited space of movement.
[0002] The following discussion of related art is provided to
assist the reader in understanding the advantages of the invention,
and is not to be construed as an admission that this related art is
prior art to this invention.
[0003] Safety belts for use in seats of aircrafts for example, can
be designed in the form of a lap belt which, when unbuckled,
automatically are pulled in. The lap belt has a belt webbing which
has one end secured to a rotating length adjuster of a belt takeup
and another end which has a tongue for insertion in a buckle and
locking by a buckle latch in the buckle. When buckled up, the
occupant is protected against potential harm in the event of
turbulences. The length adjuster has a winding reel which is
constantly biased in the direction of retraction of the belt
webbing, and a locking mechanism to lock the length adjuster when
the belt webbing has been pulled out and the length adjuster has
pulled back about 25 mm of the belt webbing into the belt takeup.
The belt takeup is locked but still pulls in any slack beyond 25
mm. This causes discomfort for the occupant and gives the occupant
the feeling of being "chocked".
[0004] In automatic belts, a spring-biased length adjuster is
provided on one end of the belt webbings and, when installed in an
automobile, reacts and locks in the event of a sudden slow down of
the vehicle (vehicle-sensitive), or when used in aviation, reacts
to a belt acceleration (belt-sensitive) to lock the length adjuster
and thus to prevent further belt pay out. Length adjusters of this
type lock only in pay-out direction but not in winding direction.
In the event, an occupant sits on a springy or compressible seat of
a vehicle, any bumps in the road surface will thus compress the
seat, causing the vehicle-sensitive length adjuster to pull in the
belt webbing, while remaining locked as a result of vehicle shaking
or vehicle accelerations, so that the belt webbing shortens across
the occupant's body. This scenario repeats itself, causing the belt
webbing to progressively tighten until becoming so taut that the
occupant has to unbuckle.
[0005] It would therefore be desirable and advantageous to provide
an improved safety belt to obviate prior art shortcomings and to
enhance the comfort for the occupant.
SUMMARY OF THE INVENTION
[0006] According to one aspect of the present invention, a safety
belt includes a length adjuster for securement of one end of a belt
webbing, said length adjuster being constantly biased in a
direction of retraction of the belt webbing, a locking mechanism
constructed to inhibit the length adjuster from turning in a
direction of protraction of the belt webbing, a control unit which
normally applies a locking function to render the locking mechanism
effective and thereby prevent a lengthening and shortening of the
belt webbing, and an actuator operatively connected to the control
unit and constructed to allow an occupant upon actuation to
override the locking function and thereby render the locking
mechanism ineffective to enable the occupant to adjust a length of
the belt webbing.
[0007] The present invention resolves prior art problems by the
provision of the control unit which is constructed such as to
normally inhibit the belt member from being pulled out. In the
normally locked position of the locking mechanism, also called
pay-out barrier, the length adjuster prevents a length adjustment
of the belt webbing, i.e. shortening or lengthening. In other
words, the length adjuster is prevented from rotating in either of
both directions. The occupant is however able to override the
locking function and adjust the belt webbing to a comfortable
length by making it tighter or looser. The locking function can
then be reinstated either manually or automatically immediately or
after a certain time period. In the ready position of the safety
belt, the control unit causes the belt webbing to be fully
retracted so that the seat is clear for an occupant. In other
words, the belt takeup with the belt webbing is situated on one
side of the seat and the buckle is situated on the other side of
the seat.
[0008] When seated, the occupant activates the control unit to
render the locking mechanism ineffective so that the occupant can
pull out the belt webbing and insert the tongue into the buckle.
The length of the belt webbing can hereby be best suited to the
occupant's body for a comfortable fit, without requiring any
complicated adjustments on the belt webbing. After being inserted
in the buckle, the belt webbing is tightened by the length adjuster
and the control unit is deactivated to render the locking mechanism
effective.
[0009] Integrating the control unit in the locking mechanism allows
automatic retraction of the belt webbing, when the safety belt is
not in use. The seat is clear for the occupant to sit down.
Activating the control unit renders the locking mechanism
ineffective to enable the occupant to grab the tongue and pull out
the belt webbing to guide it over the occupant's waist and
ultimately insert the tongue in the buckle. The tension force
acting on the belt webbing ensures a taut fit of the belt member
across the occupant's waist, regardless of the occupant's size, and
that the control unit renders the locking mechanism effective once
the tongue of the belt webbing is inserted in the buckle.
[0010] A safety belt according to the present invention may be
applicable as a simple lap belt but also for three-point harness or
multi-point harness. It complies with SAE AS 8043 for torso
restraint systems, requiring that the length adjuster should
normally be locked against pay out at enough force on the belt
webbing to keep the length adjuster locked. The safety belt is also
applicable for vehicles with limited movement space for buckling up
occupants in a vehicle seat. For example, restraint vests which
remain worn can be connected with the belt webbing of the safety
belt.
[0011] According to another advantageous feature of the present
invention, the length adjuster has a spindle a spindle for
securement of the one end of the belt webbing, and a stepper motor
acting on the spindle to spontaneously tighten the belt webbing
when the occupant releases the actuator. As an alternative to the
stepper motor, the length adjuster may have a spring which
maintains the spindle under tension to urge the length adjuster to
tighten the belt webbing when the occupant releases the
actuator.
[0012] According to another advantageous feature of the present
invention, the control unit may include a cam disk, which is
rotatable in opposition to a restoring force of a spring and has an
arcuate slot, a locking pin received in the arcuate slot for
movement between a first position in which the locking pin engages
the locking mechanism to implement the locking function and a
second position in which the locking pin is disengaged from the
locking mechanism, and a cable pull connecting the actuator with
the cam disk.
[0013] In the ready position, the belt webbing of the safety belt
is fully retracted by the length adjuster and the locking mechanism
is rendered effective. Activating the control unit causes a
rotation of the cam disk in opposition to the recoiling force of
the spring, resulting in the locking pins to radially move in the
curved slots to render the locking mechanism ineffective. The belt
webbing can be pulled out so long as the locking pins of the cam
disk are disengaged from the locking mechanism. When deactivating
the control unit, the spring returns the cam disk to its initial
position and the locking pins engage the locking mechanism to
render it effective and inhibit a lengthening of the belt
webbing.
[0014] According to another advantageous feature of the present
invention, the actuator may include a release button provided in an
armrest of a vehicle seat. The control unit is thus activated as
long as the release button is pressed in order to render the
locking mechanism ineffective and allow the occupant to buckle up.
When the occupant lets go of the release button, the control unit
returns to its normal position in which the locking mechanism is
rendered effective and further protraction of the belt webbing is
inhibited. However, while being buckled up, the occupant has the
option to still adjust the length of the belt webbing by simply
pressing and holding the release button to render the locking
mechanism ineffective.
[0015] According to another advantageous feature of the present
invention, the control unit may include a magnetic switch, which is
activated when the occupant actuates the actuator to override the
locking function and thus render the locking mechanism ineffective.
Thus, the occupant can buckle up or adjust the length of the belt
webbing. The magnetic switch may be provided with a timer to define
a time period within which the occupant is able to override the
locking function. In other words, when actuating the release
button, the occupant is able to buckle up or adjust the length of
the belt webbing within a predefined time period. Once the time
period has elapsed, the control unit is activated and the locking
mechanism is immediately rendered effective again. Using such a
time window eliminates the need to press and hold the actuator for
a lengthy period, while adjusting the safety belt.
[0016] According to another advantageous feature of the present
invention, the control unit may be deactivated by a master signal
triggered by a vehicle sensor or distance sensor or manually, to
temporarily override the locking function and to allow a shortening
and thereby tightening of the belt webbing. Suitably, the master
signal, which can be triggered by the pilot of an aircraft for
example, can be used to influence in unison all individual seats in
the aircraft. In other words, a central master signal can be used
to deactivate the control units of all seats to retract the belt
webbings and clear the seats for subsequent occupancy by
passengers. Once seated, the passengers are able to individually
control the safety belt in their seats by pressing the release
button. Advantageously, each control unit is deactivated again
within a predefined time period after the master signal has been
triggered to implement the locking function.
[0017] According to another advantageous feature of the present
invention, a detector may be operatively connected to the control
unit to cause the control unit to implement the locking function
when the detector ascertains that the occupant occupies a vehicle
seat, and to cause an overriding of the locking function, when the
vehicle seat is vacated so that the length adjuster is able to
retract excess belt webbing. In other words, when the seat is
vacant, any slack in the belt webbing is eliminated by retracting
the belt webbing. Advantageously, the control unit is deactivated
within a predefined time period after the detector has recognized
that the vehicle seat is occupied to render the locking mechanism
effective. Suitably, the detector may be implemented as a pressure
sensor which is integrated in a seating area of the vehicle
seat.
[0018] According to another advantageous feature of the present
invention, the buckle for receiving belt webbing may be provided
with a switching device fitted in the buckle and constructed to
cause the control unit to implement the locking function when the
belt webbing is engaged in the buckle and to cause an overriding of
the locking function, when the belt webbing is disengaged from the
buckle so that the length adjuster is able to retract excess belt
webbing. The locking mechanism is normally rendered effective so
long as the tongue is inserted in the buckle, unless the occupant
presses the release button or actuates an opening button on the
buckle to release the belt webbing.
[0019] According to another advantageous feature of the present
invention, the belt webbing may have conductors interlaced therein
and operatively connected to contacts of the length adjuster and
the buckle latch so that the control unit implements the locking
function, when the switching device recognizes that the belt
webbing is engaged in the buckle.
BRIEF DESCRIPTION OF THE DRAWING
[0020] Other features and advantages of the present invention will
be more readily apparent upon reading the following description of
currently preferred exemplified embodiments of the invention with
reference to the accompanying drawing, in which:
[0021] FIG. 1 is a perspective view of a seat for exemplary use in
an aircraft, partially broken open and having embodied therein a
safety belt according to the present invention;
[0022] FIG. 2 is a perspective view of a seat for exemplary use in
an aircraft, partially broken open and having embodied therein a
modification of a safety belt according to the present
invention;
[0023] FIG. 3 is a schematic perspective illustration, on an
enlarged scale, of a belt takeup with a control unit in normal or
deactivated position;
[0024] FIG. 4 is a schematic perspective illustration, on an
enlarged scale, of the belt takeup of FIG. 3 with the control unit
in activated position;
[0025] FIGS. 4a, 4b are schematic plan views of a belt takeup with
another embodiment of a control unit in locked and unlocked
positions, respectively;
[0026] FIGS. 5a, 5b are schematic plan views of a belt takeup with
yet another embodiment of a control unit in locked and unlocked
positions, respectively;
[0027] FIGS. 6a, 6b are schematic plan views of a belt takeup with
still another embodiment of a control unit in locked and unlocked
positions and
[0028] FIG. 7 is a block diagram showing the relationship and
operation of the components of the control unit of FIG. 2.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0029] Throughout all the figures, same or corresponding elements
may generally be indicated by same reference numerals. These
depicted embodiments are to be understood as illustrative of the
invention and not as limiting in any way. It should also be
understood that the figures are not necessarily to scale and that
the embodiments are sometimes illustrated by graphic symbols,
phantom lines, diagrammatic representations and fragmentary views.
In certain instances, details which are not necessary for an
understanding of the present invention or which render other
details difficult to perceive may have been omitted.
[0030] Turning now to the drawing, and in particular to FIG. 1,
there is shown a perspective view of a seat, generally designated
by reference numeral 1, for exemplary use in an aircraft, partially
broken open and having embodied therein a safety belt according to
the present invention, generally designated by reference numeral 2.
The safety belt 2 is configured in the form of a lap belt having a
belt webbing 3. In the illustration of FIG. 1, the belt webbing 3
is completely pulled into a belt takeup 4 which is arranged on one
side of the seat 1. A lock or buckle 5 of the safety belt 2 is
positioned on the other side of the seat 1 for receiving a tongue 6
on one end of the belt webbing 3 and includes an opening button 7
which when pressed by an occupant frees the belt webbing 3 from the
buckle 5.
[0031] The belt takeup 4 houses a rotating length adjuster having a
spindle 18 (FIG. 3) which is constantly biased in the direction of
retraction of a belt by a spring or stepper motor and to which the
other end of the belt webbing 3 is connected. The length adjuster
incorporates a locking mechanism which, when rendered effective, is
able to lock the spindle 18 so that the belt webbing 3 cannot be
pulled out from the length adjuster in the event of turbulences for
example, or when a sudden decelerating situation is sensed. The
locking mechanism may include a ratchet wheel mounted on the
spindle of the length adjuster and ratchet pawls engageable with
the teeth of the ratchet wheel.
[0032] As shown in FIG. 3, the belt takeup 4 further includes a
control unit 8 which is disposed at one end surface of the belt
takeup 4 and includes a cam disk 10 which is mounted on the spindle
18 and rotatable in opposition to a recoiling force of a spring 9.
The cam disk 10 is formed with two arcuate slots 11 disposed in
180.degree. offset relationship and traversed by locking pins 12
which form part of the locking mechanism. A cable pull 13, suitably
integrated in the armrest 15 (FIG. 1) of the seat 1, is enveloped
within a protective sheathing and connects the cam disk 10 to an
actuator, such as release button 14 or also lever or turning knob
or other suitable configuration, placed in the armrest 15. The
cable pull 13 extends from a stop 16 on the cam disk 10 to the
release button 14 via an abutment 17 which is required for
actuation of the cable pull 13.
[0033] FIG. 3 shows the locking mechanism in the effective
position. The belt webbing 3 is fully retracted by the length
adjuster into the belt takeup 4 and the locking mechanism inhibits
the belt webbing 3 from being pulled out of the belt takeup 4. The
spring 9 of the control unit 8 has turned the cam disk 10 to a
position in which the locking pins 12 have shifted in the slots 11
radially in the direction of the spindle 18 so that the locking
mechanism is rendered effective, i.e. the control unit 8 is
deactivated and implements the locking function.
[0034] Actuating the release button 14 on the armrest 15 causes the
cam disk 10 to rotate in a direction and thereby compresses the
spring 9, as shown in FIG. 4. As a result, the locking pins 12 are
moved in the slots 11 radially outwards to a position which is
further distanced from the spindle 18. As a result, the locking
mechanism is rendered ineffective and the occupant is able to pull
the belt webbing 3 in opposition to the recoiling force of the
length adjuster out of the belt takeup 4.
[0035] When buckled up, i.e. the tongue 6 of the belt webbing 3 is
inserted into the buckle 5 and locked by a buckle latch (not
shown), the occupant lets go of the release button 14 so that the
spring 9 urges the cam disk 10 to return to the position shown in
FIG. 3 and the locking pins 12 move into position to render the
locking mechanism effective and thus to inhibit a protraction of
the belt webbing. The occupant, however, is able to pull the belt
webbing 3 tightly across the occupant's body. Thus, the belt
webbing 3 can be pulled out of the belt takeup 4 only when the
occupant presses the release button 14 and holds it long enough to
allow the occupant to slack the belt webbing 3 for a comfortable
seating position. When intending to get up, the occupant actuates
the opening button 7 on the buckle 5 to allow the length adjuster
to fully retract the belt webbing 3 into the belt takeup 4.
[0036] Referring now to FIG. 2, there is shown a perspective view
of a seat for exemplary use in an aircraft, partially broken open
and having embodied therein a modification of a safety belt
according to the present invention, generally designated by
reference numeral 2a. Parts corresponding with those in FIG. 1 are
denoted by identical reference numerals and not explained again.
The description below will center on the differences between the
embodiments. In this embodiment, provision is made for a safety
belt la equipped with electrical components, shown in greater
detail in FIGS. 4a, 4b; 5a, 5b; 6a, 6b. The safety belt 2a includes
a control unit 8a which has a cam disk 22 with locking pins 12 for
interaction with a locking mechanism for a length adjuster in the
belt takeup 4. The cam disk 22 can move in coaxial relationship to
an axis 20 of the belt takeup 4 in opposition to a force applied by
a stepper motor 19, as shown in FIGS. 4a, 4b, or in opposition to a
recoiling force applied by springs 29 through actuation of a
magnetic switch 21, as shown in FIGS. 5a, 5b; 6a, 6b.
[0037] As shown in FIGS. 4a, 4b, the safety belt 2a has a buckle 5
which is provided with a buckle switch 26. The buckle switch 26 is
operatively connected via a cable 24 to the release button 14 and
ascertains the situation when the tongue 6 of the belt webbing 3
has been inserted in the buckle 5. The seat 1 has a seating area 27
having integrated therein a pressure sensor 28 which is operatively
connected to the control unit 8a and detects whether an occupant
occupies the seat 1. The provision of the pressure sensor 28 may be
combined with the operation of the buckle switch 26 to trigger a
warning signal, when the seat 1 is occupied but the occupant has
not buckled up. The warning signal may hereby be indicated in a
display continuously or intermittently.
[0038] As shown schematically in FIGS. 4a, 4b, the stepper motor 19
of the length adjuster is operatively connected to the spindle 18
via an electromagnetically disengageable coupling 40. To override
the engagement of the coupling 40 with the spindle 18, the coupling
40 has a flip-flop circuit. Thus, when, for example, the belt
webbing 3 is detached from the buckle 5, as shown in FIG. 4a, the
spindle 18 of the length adjuster is released to allow the stepper
motor 19 to retract the belt webbing 3 onto the spindle 18 by a
predefined tensile force. The tensile force can be hereby be
monitored by a sensor. When the tensile force is exceeded, for
example when an occupant wishes to buckle up, the stepper motor 19
is shutdown and the coupling 40 is disengaged, allowing the
occupant to pull out the belt webbing 3 and insert the tongue 6
into the buckle 5. When buckled up, as shown in FIG. 4b, a signal
is generated, causing activation of the stepper motor 19 to pull in
enough slack until a predefined belt tension is reached. The
stepper motor 19 is at rest, the coupling 40 is engaged, and the
spindle 18 is locked, inhibiting an extension of the belt webbing
3. Pressing the release button 14, e.g. a multiway switch, allows
the occupant to deactivate the control unit 8a and thus to unlock
the spindle 18 so that the stepper motor 19 can now move backwards
or forwards to tighten or loosen the belt webbing 3 and thus to
adjust the length of the belt webbing 3. When letting go of the
release button 14, the stepper motor 19 comes to a standstill and
the spindle 18 of the length adjuster is locked again. The safety
belt 2a assumes a new setting which is retained until the occupant
wishes to change the setting by actuating the release button 14 or
by unbuckling the belt webbing 3. In the event the safety belt is
not in use, the stepper motor 19 is able to retract the belt
webbing 3 and to roll it up on the spindle up to a predefined belt
tension.
[0039] The stepper motor 19 may also be operated from a vehicle
operator or aircraft pilot who can send a signal to effect a
tightening of the safety belt 2a.
[0040] In the embodiment of control unit 8a according to FIGS. 5a,
5b, cable 24 extends from the magnetic switch 21 to the release
button 14 on the armrest 15 of seat 1. Parts corresponding with
those in FIGS. 4a, 4b are denoted by identical reference numerals
and not explained again. The description below will center on the
differences between the embodiments. In this embodiment, the
release button 14 is connected via cable 24 to the magnetic switch
21. The magnetic switch 21 can advantageously be equipped with a
timer (not shown) to open a time window to allow implementation of
certain actions, as will be described furtherbelow. The control
device 8a has a cam disk 22 which is biased by springs 29 and has a
spring-distal surface provided with projecting locking pins 23 for
interaction with the locking mechanism.
[0041] When the occupant actuates the release button 14 on the
armrest 15, the locking pins 12 are moved from their position shown
in FIG. 5a into the position shown in FIG. 5b and thus become
disengaged to deactivate the locking mechanism. This opens a time
window within which the occupant is able to pull the belt webbing 3
out of the belt takeup 4a and to insert the tongue 6 in the buckle
5. Once the time window closes, the locking mechanism is
spontaneously activated again under the influence of the springs 29
and thus rendered effective by the engagement of the locking pins
23 in the locking mechanism. This situation is shown in FIGS. 4a,
5a.
[0042] When the tongue 6 has been inserted in the buckle 5, the
buckle switch 26 in the buckle 5 sends a signal to a controller 30
(FIG. 7) to allow the length adjuster to tighten the belt webbing
3. The locking mechanism is rendered effective as the locking pins
23 are moved axially to engage the locking mechanism. A slacking of
the belt webbing 3 may be realized by the occupant through
actuation of the release button 14 in the armrest 15. When
actuated, a time window opens within which the occupant is able to
further pull the belt webbing 3 out of the belt takeup 4 as the
control unit 8a is activated. Once the time window closes, the
control unit 8a returns spontaneously under the force applied by
the springs 29 to its normally deactivated position to execute the
locking function.
[0043] The safety belt la can be unbuckled by actuating the opening
button 7 on the buckle 5. Again, this opens a time window within
which the belt webbing 3 can be fully retracted into the belt
takeup 4a.
[0044] Turning now to FIGS. 6a, 6b, there is shown yet another
variation of a control unit 8a. Parts corresponding with those in
FIGS. 4a, 4b are denoted by identical reference numerals and not
explained again. The description below will center on the
differences between the embodiments. In this embodiment, provision
is made for a solenoid 25, instead of a stepper motor, to engage or
disengage the coupling 40 in relation to the spindle 18. The mode
of operation is similar as described with respect to FIGS. 4a,
4b.
[0045] FIG. 7 shows a block diagram showing the relationship
between various components of the safety belt according to the
present invention. As can be seen, the signals generated by the
pressure sensor 28 in the seating area 27, the buckle switch 26 on
the buckle 5, and the magnetic switch 21 (or solenoid 25) are all
operatively connected to the controller 30 which is supplied with
power from a power source 29. A line 31 connects the seat 1 with
further seats in the aircraft and the assembly of seats 1 to the
cockpit from which a central master signal can be triggered to a
primary control unit so that the belt webbings 3 of all seats 1 can
be pulled in unison into their belt takeups. The timer in the
respective magnetic switches 21 renders the locking mechanism
effective again within a certain time window.
[0046] While the invention has been illustrated and described in
connection with currently preferred embodiments shown and described
in detail, it is not intended to be limited to the details shown
since various modifications and structural changes may be made
without departing in any way from the spirit and scope of the
present invention. The embodiments were chosen and described in
order to explain the principles of the invention and practical
application to thereby enable a person skilled in the art to best
utilize the invention and various embodiments with various
modifications as are suited to the particular use contemplated.
[0047] What is claimed as new and desired to be protected by
Letters Patent is set forth in the appended claims and includes
equivalents of the elements recited therein:
* * * * *