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Title:
INERTIA SENSOR IN BELT REELS FOR VEHICLE BELTS
Document Type and Number:
WIPO Patent Application WO/1982/002000
Kind Code:
A1
Abstract:
Inertia sensor in belt reels for vehicle belts comprising a rolling body (12) carried on a support (10), and a transmission element (14) for operative interaction with the latch mechanism of the belt reel. This transmission element comprises a double-arm lever (16, 18) which surrounds the rolling body and is resiliently biased, so that one arm (16) will engage the lower side of the rolling body, the transmission element thus being adjustable under the bias thereof at movement of the rolling body from a rest position on the support. The other arm (18) normally is spaced from the upper side of the rolling body and is arranged to actuate the latch mechanism by such adjustment. At delayed movement of the transmission element under the bias thereof the rolling body will engage said other arm to actuate the latch mechanism.

Inventors:
Sylven, Hans C.
Application Number:
PCT/SE1981/000355
Publication Date:
June 24, 1982
Filing Date:
December 07, 1981
Export Citation:
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Assignee:
STIL INDUSTRI AB SYLVEN HANS C.
International Classes:
H01H35/14; B60R22/40; (IPC1-7): A62B35/02; B60R21/10
Foreign References:
DE2429801B
DE2530006B
DE2553776B
DE2802030B
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Claims:
CLAIMS
1. Inertia sensor in belt reels for vehicle belts comprising a rolling body (12) carried on a support (10), and a transmission element (14) for operative interaction with the latch mechanism of the belt reel , the transmission element being adjustable so as to actuate the latch mechanism due to movement of the rolling body from a rest position on the support, c h a r a c t e r i z e d in that the transmission element (14) comprises a doublearm lever (16, 18) which surrounds the rolling body (12) and which is resiliently biased so as to engage at one arm (16) thereof the lower side of the rolling body (12), the other arm (18) being spaced from the upper side of the rolling body to be actuated by the rolling body during movement thereof from the rest position only at delayed movement of the transmission element under the bias thereof.
2. Inertia sensor as claimed in claim 1, c h a r a c t e r i z e d in that the doublearm lever (16, 18) is biased by means of a spring (21).
3. Inertia sensor as claimed in claim 1 , c h a r a c t e i z e d in that the doublearm lever (16, 18) is biased by means of a mass (23).
4. Inertia sensor as claimed in claim 3, c h a r a c t e r i z e d in that the mass (21 ) is located on one side of a vertical plane (20) containing the pivot axis of the doublearm lever, the rolling body (12) and at least the major part of the lever arms (16, 18) being located on the other side of said vertical pi ane. ABSTRACT Inertia sensor in belt reels for vehicle belts comprising a rolling body (12) carried on a support (10), and a transmission element (14) for operative interaction with the latch mechanism of the belt reel. This transmission element comprises a doublearm lever (16, 18) which surrounds the rolling body and is resiliently biased, so that one arm (16) will engage the lower side of the rolling body, the transmission element thus being adjustable under the bias thereof at movement of the rolling body from a rest position on the support. The other arm (18) normally is spaced from the upper side of the rolling body and is arranged to actuate the latch mechanism by such adjustment. At delayed movement of the transmission element under the bias thereof the rolling body will engage said other arm to actuate the latch mechanism. Fig. 1. OMPI AΛ/ WIPO.
Description:
INERTIA SENSOR IN BELT REELS FOR VEHICLE BELTS

The invention relates to an inertia sensor in belt reels for vehicle belts comprising a rolling body on a support and a transmission element for operative inter¬ action with the latch mechanism of the belt reel, the transmission element being adjustable so as to actuate the latch mechanism due to movement of the rolling body from a rest position on the support. A sensor of this type can be either active or passive. If it is active, the rolling body when moving from the rest position will actuate by inertia the trans¬ mission element, the latter being displaced against an external force, e.g. a spring force, biasing the trans- mission element. In a passive sensor, however, the transmission element is retained, under the influence of the rolling body, against the external force, when the rolling body is in its rest position, and then when " the rolling body moves from the rest position it releases the transmission element so that movement can then be imparted to said element under the bias of the external force.

Usually the rolling body comprises a ball which rolls from its rest position on the support when the vehicle is being retarded or is inclined in any arbitrary direction. Over the transmission element, the sensor brings the latch mechanism of the belt reel into the locking position in the event of a predetermined retardation, or inclination of the vehicle beyond a predetermined angle, and this can be effected purely mechanically or via an electrical circuit.

Sensors of both the active and passive types are available on the market fn experienced designs. Both types have proved to comply with extremely stringent requirements regarding functiona-1 reliab l ty. However,

^WEA ^ l QMPI

the passive sensor is more advantageous than the active one, because the actuation of the transmission element is less sensitive in respect of dust and corrosion, which in the active sensor can cause an increase in friction between the rolling body and the transmission element, and thus cause a reduction in sensor sensitivity. On the other hand in the case of the passive sensor, a failure of the means providing the external force on the transmission element can result in the sensor becoming non-functioning, and also in the case of this sensor the sensitivity can be reduced or the operation can be jeopardized as a result of dust or corrosion causing increased friction in the bearing of the transmission element, even though the risk of this is quite slight.

The object of the present invention is to provide an inertia sensor of the type referred to above with further improved reliability, and this object is achieved by providing a sensor having the character- istics defined in claim 1.

In order to illustrate the invention reference is made to the accompanying drawings which show embodiments of the sensor in accordance with the invention. In the drawings : FIG. 1 is a vertical sectional view of the sensor in one embodiment thereof, the rolling body being shown in the rest position, FIG. 2 is a view corresponding to FIG. 1 , the rolling body being displaced from the rest position with the sensor operating normally,

FIG. 3 is a view corresponding to FIG. 1, the roll¬ ing body being displaced from the rest position in the case wherein the sensor has become non-functioning as a passive sensor, and

FIG. 4 is a vertical sectional view of the sensor in another embodiment thereof, the rolling body being shown in the rest posit on. The sensor shown in FIGS. 1 to 3 comprises a support in the form of a spherical seat 10 with a through cylindrical bottom opening 11. A ball 12 which comprises the rolling body of the sensor rests in the spherical seat. This ball normally adopts a rest position centrally in the spherical seat, and this position is defined by the ball being supported by the edge of the opening 11 inside the spherical seat.

A transmission element 14 is rotably mounted on a cross pin 15 in a slot 13 in the spherical seat. This transmission element comprises an actuating arm 16 which at the preferably spherically rounded end 17 thereof can be engaged with the ball 12 on the lower side thereof in the opening 11, and a detent arm 18 which extends above the ball 12 to interact with a detent wheel 19 which forms part of the belt reel latch mechanism for locking the belt against with¬ drawal from the belt reel . The arms 16 and 18 thus form a bell crank which surrounds the ball 12, the arms being positioned below and above the ball, respectively, the bell crank being located on one side of a vertical plane through the bearing pin 15, which is marked by a dash and dot line 20 in FIG. 1.

A spring, in this case a helical compression spring 21 , is engaged between the arm 16 and a fixed support 21 ' so that normally the transmission element will be engaged with the lower side of the ball 12 at the end 17 of the arm 16, as shown in FIG. 1. Then, the arm 18 is disengaged from the detent wheel 19, as is also shown in FIG. 1. This arm has a cam protrusion 22 on

the lower side thereof, facing towards the ball 12, and in the position of the arm 18 shown in FIG. 1 this protrusion is spaced from the surface of the ball. When the sensor is mounted in the vehicle, the ball 12 will roll from the rest position shown in FIG. 1 if the vehicle should be retarded or inclined in any direction, and this means that the operative state as shown in FIG. 2 is obtained. At the end 17 of the arm 16 the transmission element 14 is kept engaged with the ball 12 by the spring 21. during movement of the ball from the rest position, and the result thereof is that the transmission element biased by the spring 21 swings in the clockwise direction, as seen in the drawing, due to the * movement of the ball from the position ϊn FIG. 1 : e.g. to the position shown in FIG. 2, in which the arm 18 is engaged with the detent wheel 19. There is still a space between the protrusion 22 on the arm 18 and the ball 12, and as will be understood, this means that the sensor is of the passive type in accordance with the definition given above. The detent wheel 19 can form part of a latch ■ echanism of the type in which this detent wheel does not carry a load but, when the rotary movement thereof is stopped by means of the arm 18, causes engagement between the load carrying elements of the latch mechanism. Hence, in the locking position the arm 18 will be subjected only to a slight load and can be dimensioned with due consideration thereof. The way in which such a latch mechanism is constructed and operates is well known in the art and hence need not be described in greater detail here.

If it should occur that the spring 21 drops away, breaks or has never even been installed, so that the transmission element is not rotated when the ball 12 moves from the rest position thereof, it could occur that the movement required to lock the belt reel is not

imparted to the transmission element. In the sensor illustrated and described with reference to FIGS. 1 to 3, the ball 12 will then come into contact with the protrusion 22 as shown in FIG. 3 and then, by inertia, will displace the transmission element which is rotated, so that in-this case too the arm 18 will engage the detent wheel 19. This is illustrated in' FIG. 3, where in the position shown the protrusion 22 of the transmission element engages the ball 12 on the top side thereof, whilst on the other hand there is a space between the end 17 of the arm 16 and the ball on the lower side thereof. As car * easily be seen, under these conditions the sensor operates as an active sensor, which provides a double security that the sensor will react in a critical situation when the ball is displaced from the rest position thereof as a result of vehicle retardation or. i ncl nati on .

In the embodiment shown in FIG. 4, the spring 21 is replaced by a mass 23 forming part of the bell crank 14. This mass is located on the side of the vertical plane 20 opposite to the arms 16 and 18 and the mass is dimensioned such that .the bell crank is biased to engage the lower s de of the ball 12 at the end 17 of the- arm 16. All other elements and .parts of the embodiment of FIG. 4 are identical with those of the embodiment of FIGS. 1 to 3 and have been provided with the same reference numerals.

If the transmission element jams on the bearing pin 15 due to dust or corrosion such that the mass 23 will not be able to rotate the transmission element 14 so as to engage the detent arm 18 with the detent wheel 19 when the ball 12 is displaced from the rest pβsition thereof shown in FIG. 4, then the ball will - engage the protrusion 22 of the arm 18 in the manner shown and described with reference to FIG. 3.

OMPI ' <

As can be seen the sensor in accordance with the invention is very simple as to the design thereof and includes only two moving components, the ball 12 and the transmission element 14. In the embodiment illustrated the detent arm 18 interacts directly with detent wheel 19, but it is also possible, as is known per se, to allow this arm to control an electrical circuit by way of which the detent mechanism is actuated.




 
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