Tensioning apparatuses for occupant restraint systems and associated systems and methods

Abstract

Tensioning apparatuses for occupant restraint systems and associated systems and methods. In one embodiment, an occupant restraint system for a vehicle can include a flexible web configured to extend across at least a portion of an occupant seated in the vehicle and an electrically actuated web retractor operably coupled to a proximal end portion of the web. The web retractor is configured to automatically wind and unwind the web. The system also includes an acceleration sensor operably coupled to the electrically actuated web retractor. The acceleration sensor is configured to send an electrical signal to the web retractor in response to a vehicle acceleration above a preset magnitude. In response to the signal, the web retractor is configured to (a) retract the web, and/or (b) at least temporarily prevent the web from moving inwardly or outwardly.

Description

TECHNICAL FIELD

The following disclosure relates generally to tensioning apparatuses for occupant restraint systems and associated systems and methods.

BACKGROUND

Conventional occupant restraint systems, such as those used in passenger vehicles, typically include one or more webs or belts to restrain passengers in their seats. One type of restraint system, for example, includes a shoulder, web and a lap web. Other restraint systems have more than two webs (e.g., two shoulder webs, a lap web, and a crotch web) to more adequately restrain passengers during impacts that can cause dislocation of the passengers in the vertical direction.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A and 1B are partially schematic front and back views, respectively, of an occupant restraint system having a web tensioning subsystem configured in accordance with an embodiment of the disclosure.

FIGS. 2A-2D are isometric views of a web retractor having an electrically activated web tensioning device configured in accordance with an embodiment of the disclosure.

FIG. 3 is a schematic diagram of the web tensioning subsystem of FIGS. 1A and 1B configured in accordance with an embodiment of the disclosure.

FIGS. 4A-4C illustrate a portion of an occupant restraint system including a web tensioning subsystem configured in accordance with another embodiment of the disclosure.

DETAILED DESCRIPTION

The present disclosure describes tensioning apparatuses for occupant restraint systems and associated systems and methods. Many specific details are set forth in the following description and in FIGS. 1A-4C to provide a thorough understanding of various embodiments of the disclosure. Other details describing well-known structures and systems often associated with restraint systems and related vehicle structures, however, are not set forth below to avoid unnecessarily obscuring the description of the various embodiments of the disclosure.

Many of the details and features shown in the Figures are merely illustrative of particular embodiments of the disclosure. Accordingly, other embodiments can have other details and features without departing from the spirit and scope of the present disclosure. In addition, those of ordinary skill in the art will understand that further embodiments can be practiced without several of the details described below. Furthermore, various embodiments of the disclosure can include structures other than those illustrated in the Figures and are expressly not limited to the structures shown in the Figures. Moreover, the various elements and features illustrated in the Figures may not be drawn to scale.

FIGS. 1A and 1B are front and back views, respectively, of an occupant restraint system 110 having a web tensioning subsystem 150 configured in accordance with an embodiment of the disclosure. Referring to FIGS. 1A and 1B together, the occupant restraint system 110 (“restraint system 110”) secures an occupant 102 to a seat 104 in a vehicle 106. Suitable vehicles 106 can include ground vehicles, automobiles, military vehicles, aircraft, rotorcraft, watercraft, spacecraft, and other suitable land, sea, and air vehicles). As described in greater detail below, the web tensioning subsystem 150 is configured to control operation of certain aspects of the restraint system 110 to automatically adjust or modulate the tension of the restraint system in response to predetermined dynamic events and/or forces (e.g., rollovers, rough terrain, rapid decelerations and/or accelerations, collisions, impacts, etc.).

In the illustrated embodiment, the restraint system 110 includes a plurality of webs or belts extending around the occupant 102 and operably coupled to the vehicle 106 and/or the web tensioning subsystem 150. As used herein, “webs” can include any type of flexible straps or belts, such as seat belts made from woven material as is known in the art for use with personal restraint systems. In the illustrated embodiment, for example, the restraint system 110 is a five-point restraint system including shoulder webs 112 (identified individually as a first shoulder web 112a and a second shoulder web 112b), lap webs 114 (identified individually as a first lap web 114a and a second lap web 116b), and a crotch web 116 operably coupled to a buckle assembly 117. In other embodiments, however, the restraint system 110 can have other configurations. For example, the restraint system 110 can include a three-point or four-point restraint system. In still other embodiments, a single lap web 114 and/or a single shoulder web 118 may be used. Accordingly, the present disclosure is not limited to the particular web configurations disclosed herein.

As best seen in FIG. 1B, the web tensioning subsystem 150 includes a sensor assembly 152 (shown schematically) and one or more web retractors 154 (two are shown as a first web retractor 154a and a second web retractor 154b). A proximal end portion of the first shoulder web 112a is operably coupled to the first web retractor 154a, and a proximal end portion of the second shoulder web 112b is operably coupled to the second web retractor 154b. The first and second web retractors 154a and 154b are fixedly attached to a rear portion of the seat 104. The first and second web retractors 154a and 154b are each electrically coupled to the sensor assembly 152 with an electrical link 156 (e.g., a wire, electrical line, connector, etc.).

In the illustrated embodiment, the first and second web retractors 154a and 154b are positioned behind the seat 104. In other embodiments, however, web retractors 154 can be positioned at different locations in the vehicle 106, such as to the side of the seat 104, above the seat 104, etc. Moreover, although only two web retractors 154 are shown in the illustrated embodiment, a different number of web retractors 154 can be operably coupled to the shoulder webs 112 and/or the lap webs 114. For example, a third web retractor 154 can be operably coupled to the lap webs 114 in addition to the illustrated web retractors 154a and 154b operably coupled to the shoulder webs 112.

The sensor assembly 152 can include one or more acceleration sensors 153 (e.g., accelerometers) configured to sense vehicle accelerations (and decelerations) in one or more directions and send associated control signals to the web retractors 154. For example, the sensor assembly 152 can include at least one acceleration sensor configured to sense vehicle accelerations in the vertical direction along the Z axis and one or more additional sensors configured to sense accelerations in the fore and aft directions along the X axis and/or laterally along the Y axis. In other embodiments, the web tensioning subsystem 150 can have a different arrangement and/or include different features. For example, the web tensioning subsystem 150 can include one or more additional web retractors 154 coupled to other webs. In addition, the web retractors 154 and/or sensor assembly 160 can be positioned at other locations on the seat 104 or vehicle 106. Moreover, the sensor assembly 152 can include different features and/or have a different number of acceleration sensors.

Referring back to FIGS. 1A and 1B together, the shoulder webs 112 and other webs (e.g., lap webs 114, crotch web 116, etc.) can include features typically associated with conventional webs and safety belts. For example, the shoulder webs 112 and lap webs 114 can each include flexible segments of a fixed length and/or adjustable length to accommodate different sized occupants. In the illustrated embodiment, the lap webs 114 and crotch web 116 are fixedly secured to the seat 104 (e.g., to a seat frame and/or directed to the vehicle 106), and the shoulder webs 112 are operably coupled to the web tensioning subsystem 150. In other embodiments, however, the lap webs 114 and/or crotch web 116 can also be attached to the web tensioning subsystem 150 or another retractor (e.g., inertial reel) to automatically adjust the fit of the webs in response to movement of the occupant 102. In still other embodiments, lap webs 114 and/or other webs may be manually adjusted, static, etc.

FIGS. 2A-2D are isometric views of the first web retractor 154a before installation with the vehicle 106. More specifically, FIGS. 2A and 2C are partially transparent left and right isometric views, respectively, of the first web retractor 154a, and FIGS. 2B and 2D are non-transparent left and right isometric views, respectively. Although only the first web retractor 154a is shown in FIGS. 2A-2D, the first and second web retractors 154a and 154b can be at least generally similar in structure and function.

Referring to FIGS. 2A-2D together, the first web retractor 154a includes a base or mounting bracket 160 that is fixedly attached to the vehicle 106 (e.g., a frame of the seat 104 of FIGS. 1A and 1B, a vehicle frame, a vehicle mount, etc.) and provides a secure base for the components of the web retractor. A spool 162 is carried by and rotatably mounted to the base 160. The spool 162 is configured to receive a web or belt (e.g., the first shoulder web 112a) and wind and unwind the webbing during normal operation, as well as lock the webbing in place in the event of a sudden dynamic event to prevent the webbing from being released from the spool. The first web retractor 154a can also include an actuator 170 (e.g., a DC electric motor, linear motor, rotary motor, etc.) to control operation of the spool 162. In other embodiments, the actuator 170 can include other suitable electrical, mechanical, pneumatic, hydraulic, and/or electromechanical devices in addition to, or in lieu of, the DC motor in the illustrated embodiment.

The spool 162 is fixedly attached to a rotating shaft 164 having (a) a first end 165a operably coupled to a gear assembly 166 (FIG. 2A), and (b) a second end 165b operably coupled to a locking wheel 168 (FIG. 2C). The gear assembly 166 can include, for example, one or more gears 167 positioned to provide a gear reduction for increased torque between the actuator 170 and the shaft 164. The locking wheel 168 includes a plurality of teeth 169 spaced about a perimeter thereof. The first web retractor 154a can also include a solenoid 174 configured to lock/unlock the spool 162 in response to electrical signals from the sensor assembly 152. As best seen in FIGS. 2B and 2D, the gear assembly 166 can be positioned within a first housing 176a, the solenoid 174 can be positioned within a second housing 176b, and the locking wheel 168 can be positioned within a third housing 176c.

In operation, the first web retractor 154a is configured to adapt or modulate the tension of the restraint system 110 (FIGS. 1A and 1B) in response to a detected predetermined event by activating the spool 162 and winding up, locking, or paying out the webbing (e.g., the first shoulder web 112a). More specifically, the sensor(s) 153 of the sensor assembly 152 (FIG. 1B) can sense a vehicle acceleration above a preset magnitude (e.g., during a rollover, impact, collision, rapid deceleration or acceleration, etc.). The sensor assembly 152 sends a corresponding electrical signal to the first web retractor 154a via the link 156. The actuator 170 responds to the signal by rotating the spool 162 and retracting the first shoulder web 112a in the direction of arrow A to tension the shoulder web. In some instances, the electrical signal can also energize the solenoid 174 and cause the teeth 169 of the locking wheel 168 to engage an engagement structure 178 (as best seen in FIG. 2C) and prevent the spool 162 from rotating. This can prevent the spool 162 from paying out any webbing during the event. After the predetermined event, the actuator 170 can rotate the spool 162 in the other direction and extend the first shoulder web 112a in a direction opposite to the arrow A to reduce and/or restore the pre-event tension of the first shoulder web 112a. In this manner, the first web retractor 154a (as well as the other web retractors 154) can repeatedly increase and decrease the tension of the shoulder webs 112 in response to different predetermined events and/or conditions.

FIG. 3 is a schematic diagram of a portion of the web tensioning subsystem 150 described above with reference to FIGS. 1A-2D. During vehicle operation, a vehicle power circuit 301 provides power (e.g., 12-volt and/or 24-volt vehicle power) to the sensor assembly 152. In the illustrated embodiment, the sensor assembly 152 can include an X-axis sensor 310a for sensing vehicle accelerations in the fore/aft or X direction, a Y-axis sensor 310b for sensing vehicle accelerations in the left/right or Y direction, and a Z-axis sensor 310c for sensing vehicle accelerations in the vertical or Z direction. The sensors 310a-c are operably coupled to a processor 312 and memory 314, and configured to send corresponding acceleration information to the processor 312. In operation, the processor 312 can process the information in accordance with computer-readable instructions stored on the memory 314. More specifically, the processor 312 can determine if the acceleration(s) exceed a preset magnitude and, if so, the processor 312 can send a corresponding signal to the web retractor 154 via an activation circuit 316. The components of the subsystem 150 can be operably coupled to each other with wired, wireless, fiber optic, and/or other links to control operation of the subsystem 150.

During normal vehicle operation, the activation circuit 316 disables the sensor assembly 152 and the web retractor 154. When the vehicle experiences an acceleration of above a predetermined magnitude in the X, Y, and/or Z direction (e.g., during a rollover), the sensor assembly 152 activates the activation circuit 316 and transmits an electrical signal to the web retractor 154 via the link 156. As described above, the electrical signal causes the web retractor 154 to at least temporarily lock the spool 162 (FIG. 2A) and prevent further extension of the web 112a. After the duration of the event, or if the forces associated with the predetermined event decreases, the sensor assembly 152 can notify the web retractor 154 to adjust (e.g., increase or decrease), and/or restore the tension to the attached web 112a. In the illustrated embodiment, for example, the web retractor 154 remains locked for a preset time or until a reset switch 318 deactivates the activation circuit 316, de-energizing the web retractor 154. The reset switch 318 can include a position sensor 320 operably coupled to the web retractor 154.

In other embodiments, the web tensioning subsystem 150 can include different features and/or have a different configuration. For example, although the web tensioning subsystem 150 illustrated in FIG. 3 shows the components of the device operably coupled to each other, one skilled in the art will appreciate that a number of the components of the subsystem 150 may be combined or included in a single component.

FIGS. 4A-4C illustrate a portion of an occupant restraint system 210 including a web tensioning subsystem 250 configured in accordance with another embodiment of the disclosure. More specifically, FIG. 4A is a back view of the occupant restraint system 210 and web tensioning subsystem 250. The restraint system 210 also includes a plurality of webs or belts (only two shoulder webs 212a and 212b are shown) extending around the occupant 202 to releasably secure the occupant 202 to a seat 204 in a vehicle 206. In the illustrated embodiment, for example, restraint system 210 is a five-point restraint system generally similar to the restraint system 110 described above with reference to FIGS. 1A and 1B). The web tensioning subsystem 250 can include, for example, two web retractors 254 having electrically activated web tensioning devices and a sensor assembly (not shown). In the illustrated embodiment, the web retractors 254 are fixedly attached to a frame of the seat 204.

FIGS. 4B and 4C are left and right isometric views, respectively, of one of the web retractors 254 before installation with the seat 204. The web retractors 254 can be generally similar to the web retractors 154 described above with reference to FIGS. 1A-2D, and can function in generally the same way.

The web tensioning subsystems 150 and 250 described above can be configured to provide different amounts of tension to the corresponding webs (e.g., the shoulder webs 112) based on different corresponding predetermined events. For example, the web retractors 154a-b can partially and/or fully retract the shoulder webs 112 to provide different amounts of tension. By way of illustration, when the web tensioning subsystem 150 is employed in an automobile, the web tensioning subsystem 150 can tension the shoulder webs 112 with a first force in response to driving the automobile on rough or uneven terrain. After the rough terrain, the web tensioning subsystem 150 can restore the shoulder webs 112 to their original tensions. If the automobile rolls over or is in an accident, however, the web tensioning subsystem 150 can provide a second force greater than the first force, to restrain the occupant 102 in the seat 104. Moreover, instead of providing discrete amounts of tension, in other embodiments, the web tensioning subsystem 150 can provide an amount of tension that is proportional to the severity of the predetermined event.

One advantage of the restraint systems and associated web tensioning subsystems described above and disclosed herein is that they can secure an occupant in their seat when the vehicle experiences a rapid deceleration, acceleration, impact, collision, rollover, etc. Another advantage of the tensioning apparatuses described above is that they can adjust the tension of the attached webs in response to different predetermined events, and restore the webs to their original tension after the predetermined events. A further advantage of the tensioning apparatuses described above is that they can repeatedly adjust the tension of the attached webs in response to the different predetermined events.

From the foregoing, it will be appreciated that specific embodiments have been described herein for purposes of illustration, but that various modifications may be made without deviating from the spirit and scope of the various embodiments of the disclosure. For example, the occupant restraint systems described above with reference to FIGS. 1-4C may have different configurations and/or include different features. Moreover, specific elements of any of the foregoing embodiments can be combined or substituted for elements in other embodiments. For example, the occupant restraint systems described in the context of specific vehicles (e.g., automobile or aircraft systems) can be implemented in a number of other types of vehicles (e.g., non-automobile or non-aircraft systems). Certain aspects of the disclosure are accordingly not limited to automobile or aircraft systems. Furthermore, while advantages associated with certain embodiments of the disclosure have been described in the context of these embodiments, other embodiments may also exhibit such advantages, and not all embodiments need necessarily exhibit such advantages to fall within the scope of the invention. Accordingly, the disclosure is not limited, except as by the appended claims.

Claims

1. An occupant restraint system for use in a vehicle, the occupant restraint system comprising: a plurality of elongate webs configured to extend across at least a portion of an occupant seated in a seat carried by a vehicle;a first electrically actuated web retractor operably coupled to a proximal end portion of one of the webs;a second electrically actuated web retractor operably coupled to a proximal end portion of another one of the webs, wherein the first and second web retractors are configured to automatically wind and unwind the respective webs; anda sensor assembly electrically coupled to the first and second electrically actuated web retractors, wherein the sensor assembly includes one or more acceleration sensors configured to sense vehicle accelerations and decelerations in one or more directions,wherein the sensor assembly is configured to send electrical signals to the first and second web retractors in response to a dynamic event resulting in a vehicle acceleration above a predetermined threshold value, and wherein, in response to receiving the electrical signals from the sensor assembly, the first and second web retractors are configured to (a) automatically increase tension in the corresponding webs, and/or (b) prevent the corresponding webs from moving inwardly or outwardly.

2. The occupant restraint system of claim 1 wherein the plurality of elongate webs comprises a five-point restraint system including a first shoulder web, a second shoulder web, a first lap web, a second lap web, and a crotch web.

3. The occupant restraint system of claim 2 wherein: the first electrically actuated web retractor is coupled to a proximal end portion of the first shoulder web;the second electrically actuated web retractor is coupled to a proximal end portion of the second shoulder web; andthe first and second web retractors and the sensor assembly are configured to fixedly attach to a rear portion of the seat.

4. The occupant restraint system of claim 1 wherein the individual electrically actuated web retractors comprise: a base;a spool rotatably mounted to the base and fixedly attached to a rotating shaft, wherein the spool is configured to wind, unwind, and/or lock the corresponding webs during operation;a gear assembly operably coupled to a first end of the shaft;a locking wheel operably coupled to a second end of the shaft, wherein the second end is opposite to the first end;a DC motor operably coupled to the spool and configured to rotatably move the spool; anda solenoid operably coupled to the spool configured to lock and unlock the spool in response to signals from the sensor assembly.

5. The occupant restraint system of claim 1 wherein the one or more acceleration sensors of the sensor assembly comprises: a first acceleration sensor configured to sense vehicle accelerations in a forward and/or aft direction along an X-axis;a second acceleration sensor configured to sense vehicle accelerations in a lateral direction along a Y-axis;a third acceleration sensor configured to sense vehicle accelerations in a vertical direction along a Z-axis; andan activation circuit configured to (a) disable the web retractors during normal vehicle operation, and (b) transmit the electrical signals to the web retractors when the vehicle experiences a dynamic event resulting in one or more vehicle accelerations above the predetermined threshold value.

6. The occupant restraint system of claim 1 wherein: the first and second web retractors are configured to automatically tension the corresponding webs with a first force during a first dynamic event resulting in a first vehicle acceleration above the predetermined threshold value; andthe first and second web retractors are configured to automatically tension the corresponding webs with a second force greater than the first force during a second dynamic event resulting in a second vehicle acceleration above the predetermined threshold value, and wherein the second vehicle acceleration is greater than the first vehicle acceleration.

7. The occupant restraint system of claim 6 wherein the first and second web retractors are configured to automatically return the corresponding webs to normal or pre-event tension levels after the first dynamic event and after the second dynamic event.