The invention relates to a method of producing a woven webbing, particularly a vehicle occupant restraint belt.
In the production of transverse stiff webbing, particularly vehicle occupant restraint belts on narrow fabric needle looms it is known to employ a rigid weft yarn, particularly monofil yarn. This hard weft yarn has the disadvantage that at the edges where the weft returns, it projects from the belt in forming a hard sawtooth-like woven edge. Various attempts have been made to overcome the negative aspects of the hard weft material.
Known from EP 0 021 104 A is a two-needle technique with a knitted course at the weft exit side which solves the problem by including a rounded edge in the weave. DE 33 45 508 C2 discloses a two-needle technique with a knitted course at the weft exit side which includes a 2:2 edge. Disclosed in conclusion by PCT/EP/48285 is a single-needle technique with two knitting needles in which crochet edges are formed at the weft exit side and at the weft entry side. DE 40 09 455 by the same applicant as of the present application, discloses a method of weaving a webbing of monofil weft threads on a narrow fabric needle loom with two weft needles working in opposition, wherein the weft threads are picked alternatingly from both sides of the webbing.
All of these known techniques have the disadvantage that although the edges of the webbing produced thereby all look substantially the same, because of the weaving system they result differingly. When these webbings are put to use, especially in technical applications, such as, for example, as vehicle occupant restraint belts, the webbing is continually abraded in running over pulley locations (buckles, deflectors, and the like), resulting in the edges being heavily flexed and tending to deform. Because of the weaving technique differing in producing the right-hand and left-hand edge of the webbing, this deformation is uneven, resulting worst-possible in the webbing becoming sabre-curved. When the webbing becomes as distorted as this, it can no longer be neatly coiled which, as with vehicle occupant restraint belts, becomes not only uncomfortable but also hazardous (no restraint) for the vehicle occupant.
Ideal webbing should have the following properties: soft edges when hard weft material is employed. Both edges should be 100% identical not only in appearance but also technically in weave. Even in a high weft set no thread entanglement must materialize. The weaving method needs to be simple and thus operator-friendly. This resulted in the object of proposing a method of producing a woven webbing, particularly a vehicle occupant restraint belt which avoids, or at least greatly diminishes, the disadvantages known from prior art.
This object is achieved by a method as set forth in claim 1 by making use of a webbing weaving machine comprising weft needles working alternatingly in opposition with the effect that webbing having soft, exactly identical edges is created.
The invention will now be briefly explained in the following with reference to the drawing in which:
The sequence in the method in accordance with the invention is, for example, as follows:
First Pick:
When using hard, especially monofil, weft material relatively thick tuck threads are employed at both sides to cover the hard reversals of the weft thread. In addition, since in this technique only every second pick is crocheted to the edge of the webbing, very high weft sets are achievable (high weft set webbing having enhanced abrasion resistance).
Although there is no need in this weaving method for preventing runs (laddering) by additional, further tuck threads, or so-called locking threads, since weft entry and crocheting exists at each edge of the webbing, resulting in the fabric remaining stable even when subjected to wear and tear of the tuck threads, if additional run prevention is desired the following procedure is of advantage: For run prevention an additional bracket with a thread eyelet is secured to each tucker so that a locking thread drawn through the eyelet is located on upwards movement of the tucker above the pick, the tuck thread advanced from below first being taken by a knitting needle in crocheting the tuck thread. On lowering of the tucker the advancing knitting needle takes the lock thread coming from above and twines the tuck thread resulting in the lock thread becoming intertwined with the tuck thread in not being drawn into the selvedge but nevertheless preventing any pull-up of the tuck thread.
To further enhance covering the pick reversals the procedure in accordance with the invention is as follows: as evident from
The warp threads 11, 11′, 13 and 13′ not picked in the weave are included in the weave at each weft exit side by the (soft) tuck threads 14 and 14′ intertwined by the weft threads being drawn into the fabric sufficiently so that the tuck threads replace the missing pick. This is achieved by increasing the positive tuck thread transport and correspondingly reducing the positive weft thread transport. This results in the weft set in the region of the edges being half that in the remaining fabric. Compensating this situation is done as follows: in the region of the edges a weave is selected which is shorter than that in the remaining fabric, for instance K 2:2 in the latter and L1:1 at the edges. Moreover it may prove advantageous to employ a thicker thread for the usual half titer of the weft thread.
The intention of the present invention is to produce a webbing fabric, particularly vehicle occupant restraint belts on narrow fabric needle looms which even when employing hard weft material features right-hand and left-hand edges 100% identical not only in appearance but also technically in weave. This was hitherto possible in prior art only with webbing produced with shuttles. The great advantage of webbing having identical edges in technical applications, particularly in vehicle occupant restraint belts subject to continual movement in the vehicle (friction), is that because of the edges being totally identical there is no-longer any one-sided deformation (sabre-curving) of the webbing in thus eliminating problems in automatic coiling of the webbing in the vehicle in avoiding slack, i.e. the webbing failing to provide snug vehicle occupant retention with the hazard of the occupant being catapulted forwards in a crash situation with an enormous added risk of injury.
Number | Date | Country | Kind |
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102 28 066.5-26 | Jun 2002 | DE | national |
This application is a continuation of Application No. PCT/EP03/06388, filed Jun. 17, 2003, which claims priority to German Application No. 102 28 066.5, filed Jun. 17, 2002; both of which are incorporated by reference herein.
Number | Date | Country | |
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Parent | PCT/EP03/06388 | Jun 2003 | US |
Child | 11009615 | Dec 2004 | US |