[0001] The present invention relates to an active belt system for transmitting inertial loads onto a driver or a passenger of a vehicle during a simulation in a simulator, for example during a driving simulation of a vehicle in a simulator or, more generally, to a passenger of a vehicle , for example a passenger of an attraction vehicle belonging to an amusement park, an aerospace vehicle and the like , to be simulated by means of a suitable vehicle simulator .

[0002] Generally, vehicle simulators adopt technological solutions and robotic systems so as to transmit onto the driver or passenger dynamic stimuli that imitate the behavior of the vehicle as faithfully as possible .

[0003] One of the most critical aspects of these systems is the need to also trans fer to the driver/passenger the inertial loads caused by vehicle accelerations at a low frequency and when static . Insofar as the transmission of these loads is di f ficult to manage , most simulators sacri fice these components simply by filtering them .

[0004] However, there are systems that attempt to transmit these components as well , but sometimes with some drawbacks .

[0005] Some systems , which are mainly intended for an elite market , use the movement of one or more robotic systems connected to the driving position . Since it is necessary to transmit accelerations for prolonged periods , these devices require a signi ficant dynamic performance , combined with extremely long strokes . In particular, these devices are rather cumbersome and involve the installation of high-power systems and at a high cost that is often not j usti fied by the performance which, in most cases , is inadequate for the intended purposes .

[0006] A second solution that is less expensive and simpler than the former involves the transmission of direct body stimuli based on the desired inertial forces . This mode makes it possible for forces to be trans ferred to the driver ' s body in certain directions , even for indefinite periods of time , and, typically, it is performed by means of active devices in the seats and/or by means of implemented safety belts .

[0007] The use of active devices in the seats may involve the use of one or more pneumatic cushions , which are inserted into speci fic recesses located inside the seat padding of the simulator and implemented by means of compressed air and electronically controlled valve systems .

[0008] However, such solutions present some problems .

[0009] Inconveniently, the pneumatic systems used have limited response times and poor modulation regarding the forces transmitted .

[0010] Furthermore , the points of contact between the seat and the driver do not always ref lect that which the driver perceives during actual driving : the driver experiences a potentially correct force , in terms of the result , but one that is inconsistent from the tactile point of view of the interaction with the seat , and this may compromise the overall ef fect of the s imulation .

[0011] Moreover, inconveniently, these systems may be influenced by the shape of the seat and the padding for the housing, to the detriment of the ef fectiveness and versatility thereof .

[0012] Other solutions on the market achieve the transmission of loads to the driver by adopting mobile mechanical systems that are integral or internal to the seat , instead of pneumatic padding . For example , some of the contact surfaces between the driver and the seat are replaced with actuated panels that are capable of translating and/or rotating . The combined action of these panels is capable of pushing the body of the driver in speci fic directions .

[0013] Disadvantageously, even these solutions do not generate optimal tactile feedback .

[0014] Furthermore , inconveniently, such solutions have a decidedly high complexity and cost , and require substantial modi fications to the seat , at the expense of versatility and adaptability to di f ferent seats .

[0015] An alternative to solutions that make use of active seats is the use of active safety belt systems , hereinafter referred to , for simplicity, as " active belt systems " .

[0016] The active belt systems of the prior art employ motorsport safety belts as a starting point , combined for safety and immersion reasons with more or less restrained sports seats . Safety belts that are commonly used in actual racing cars consist of belts , usually made of technical fabric, in a number that may vary from four to six, with which there are associated an equal number of anchoring points ( indeed usually from four to six ) . The term anchorage points refers to those points where such safety belts in the motorsport sector are fastened to the frame of the vehicle or to the internal protective rol l bars .

[0017] These belts are adj ustable in length by means of special buckles and are provided with terminations that allow, at one end, attachment to the frame or roll bar of the vehicle , and at a second end, insertion into a closing mechanism .

[0018] In particular, motorsport safety belts with a four- point layout include two upper belts , which pass over the shoulders of the driver, down onto the chest , up to the abdomen, and two central belts that surround the driver at the pelvis area .

[0019] Motorsport safety belts with a 6-point layout also include two additional , lower belts that pass between the driver' s legs .

[0020] Those solutions that are known in the field of active belt systems for simulators envisage maintaining the shape , number and arrangement of the original belts of the safety belts described above while implementing di f ferent forms of application, with the aim of tensioning one or more of the upper belts of such layouts . Such systems also passively adj ust the length of the belts by means of buckles , while one or more fixed anchoring points may optionally be replaced with connections to yielding elements , for example springs . In this way, the relative movement between the seat and the belts applies a certain force , typically of longitudinal compression, to the torso of the driver .

[0021] Alternative systems only provide for the implementation of belts that also keep the seat fixed .

[0022] The more modular and versatile systems provide a dedicated tensioning system associated with each upper belt and/or each central belt . [0023] The aforementioned known solutions are ef fective for the trans fer of inertial loads due to the longitudinal dynamics of the vehicle , but are disadvantageously incapable of trans ferring lateral loads .

[0024] Inconveniently, moreover, the contact surface with the driver through which the loads are transmitted is extremely small , and consequently the distribution of pressures during the simulation is not homogeneous or representative of reality .

[0025] Consequently, the tactile feedback of the load is inef fective and inconsistent with that which happens in reality .

[0026] The need is therefore strongly felt to propose a system of active belts that are capable of overcoming the drawbacks cited with reference to the prior art . In particular, the need is felt to increase the immersiveness of the driving simulation and to improve the performance , for the driver/passenger , of static and low- frequency inertial loads , especially in the lateral direction .

[0027] These requirements are met by an active belt system and simulator according to the attached independent claims . The dependent claims describe preferred or advantageous embodiments of the invention .

[0028] The features and advantages of the active belt system and simulator will become apparent from the description below of some preferred embodiments thereof , given for illustrative and non-limiting purposes , with reference to the attached figures , wherein :

[0029] - Figure 1 shows a front view of an active belt system according to an embodiment of the present invention;

[0030] - Figure 2 shows a perspective view of a seat to which an active belt system is constrained according to an embodiment of the present invention;

[0031] - Figure 3 shows a detailed view of the closing mechanism shown in Figure 1 ;

[0032] - Figure 4a shows a rear view of a connection system of an active belt system according to an embodiment of the invention;

[0033] - Figure 4b shows a rear view of a connection system of an active belt system according to an alternative embodiment of the invention;

[0034] - Figures 5a, 5b and 5c show a rear view of a rear belt element according to three alternative embodiments of the invention .

[0035] With reference to the above figures , reference number 1 indicates , in the entirety thereof , an active belt system for the transmission of loads onto a passenger or driver during a simulation of a vehicle in a simulator .

[0036] In accordance with the invention, and with reference to the attached figure 1 , the active belt system 1 comprises :

[0037] - a first upper belt 21 and a second upper belt 22 ;

[0038] - a closing mechanism 3 ;

[0039] - a connection system 6 ' , comprising in turn a rear belt element 6 and side belts 65 , 65 ' .

[0040] The aforementioned first and second upper belts 21 , 22 are suitable for embracing the driver, passing from the shoulders down onto the chest , up to the abdomen .

[0041] Each of these first and second upper belts comprises at a respective lower end 220 , 220 ' respectively a first closing terminal 51 and a second clos ing terminal 52 .

[0042] The closing mechanism 3 comprises a first and a second closing seat 31 , 32 suitable for accommodating the first 51 and the second closing terminal 52 .

[0043] Preferably, each of said first and second upper belts 21 , 22 comprises at a respective lower end 210 , 210 ' respectively a first coupling terminal 41 and a second coupling terminal 42 .

[0044] Preferably, such first and second coupling terminals 41 , 42 are suitable for being fastened to the frame of the simulator or to one of the adj ustment elements 80 .

[0045] In accordance with the invention, the connection system 6' , as already mentioned, consists of:

[0046] - a rear belt element 6 having a right end 61, which is engageable with the first upper belt 21, and a left end 62, which is engageable with the second upper belt 22, so that said rear belt element 6 is suitable for embracing the driver passing from the back;

[0047] - side belts 65, 65' , joined to the rear belt element 6 at any point between said right and left ends 61, 62.

[0048] According to one embodiment, the side belts are attached to the rear belt element 6 at any point between said right and left ends 61, 62, excluding the right and left ends 61, 62 themselves.

[0049] Preferably, the closing mechanism 3 also comprises a quick release system that releases each of said first and second closing seats 31, 32 from the engagement with said first and second closing terminals 51, 52.

[0050] According to the invention, said active belt system 1 comprises an actuation system 8 that is suitable for controlling a load on each of the first and/or second upper belts 21, 22 and on the connection system 6' .

[0051] The actuation system 8 comprises adjustment elements 80 and active means 81, that are suitable for actuating the aforementioned adjustment elements 80, so as to actively modify the length of the first upper belt 21 and/or the second upper belt 22 and of the connection system 6' , thus modifying the loads transmitted to the driver .

[0052] Preferably, the adjustment elements 80 are motorized buckles, or motorized spools, or drums, or active slides. [0053] Preferably, the active means 81 are rotary electric motors, or gearmotors, or linear motors, or pneumatic pistons, or hydraulic pistons operatively connected to the adjustment elements 80 to modify the length of each of said first and second upper belts 21, 22 and of the connection system 6' .

[0054] According to an advantageous embodiment, each of the side belts 65, 65' is suitable for being bound at a respective free end to one of the adjustment elements 80 and the active means 81 are suitable for actuating said adjustment elements 80, so as to actively modify the length of each of the side belts 65, 65' .

[0055] In other words, preferably, the actuation system 8 acts on the transmission of the loads onto the driver in directly shortening or lengthening the side belts 65, 65' . Preferably, therefore, the actuation system 8 acts on the rear belt element 6 indirectly, passing from the modification of the length of the side belts 65, 65' .

[0056] According to an embodiment of the invention, for example illustrated in Figure 5a, the rear belt element 6 is a single belt element that extends along a preferred direction, extending between the right and left ends 61, 62.

[0057] According to an alternative embodiment, for example illustrated in the attached figure 5b, the rear belt element 6 comprises:

[0058] - a central portion 600, delimited by a first and a second crossing end 601, 602;

[0059] - first divergent belt elements 621, 621' , 621' ' , extending between said first crossing end 601 and the right end 61;

[0060] - second divergent belt elements 622, 622' , 622' ' , extending between said second crossing end 602 and the left end 62;

[0061] wherein said first 621, 621' , 621' ' and second divergent belt elements 622, 622' , 622' ’ develop radially respectively from said first 601 and second crossing end 602 and identify, respectively with the first 21 and with the second upper belt 22, crossed surfaces suitable for coming into contact with the driver's hips.

[0062] Preferably, said crossed surfaces are "V"-shaped.

[0063] According to an embodiment of the invention, with reference to figure 4a, the side belts 65, 65' are joined to the rear belt element 6 at the aforementioned first and second crossing ends 601, 602. [0064] According to an alternative embodiment, with reference to Figure 4b, the side belts 65, 65' are joined to the rear belt element 6 at the middle of the crossed surfaces .

[0065] According to an advantageous embodiment, the connection system 6' comprises filling portions 67, 68, for example made of fabric, arranged between said first divergent belt elements 621, 621' , 621' ’ and said first upper belt 21, and between said second divergent belt elements 622, 622' , 622' ’ and said second upper belt 22, respectively, so as to maximize the area of said crossed surfaces that are in contact with the driver's hips.

[0066] According to a further embodiment of the invention, illustrated in figure 5c, the rear belt element 6 comprises multiple belts 70, 71, 72. Said multiple belts 70, 71, 72 extend on mutually parallel preferential extension directions and between said left and right ends 61, 62, so that with said first and second upper belts 21, 22) , said multiple belts 70, 71, 72 identify a rear surface suitable for coming into contact with the driver's back and hips.

[0067] Preferably, said multiple belts 70, 71, 72 are spaced therebetween along a direction perpendicular to the preferential extension directions parallel therebetween . [0068] According to an advantageous variant , the connection system 6 ' comprises filling portions 67 , 68 , for example made of fabric, arranged between said multiple belts 70 , 71 , 72 so as to maximi ze the area of said rear surface .

[0069] Preferably, the right and left ends 61 , 62 of the rear belt element 6 are respectively immovably engageable with, for example sewn to , said first and second upper belts 21 , 22 .

[0070] Alternatively, the right and left ends 61 , 62 of the rear belt element 6 are respectively removably engageable , for example by means of buckles , with said first and second upper belts 21 , 22 .

[0071] Preferably, the active belt system 1 comprises mechanical locking devices suitable for establishing a maximum length of each of said first and second upper belts 21 , 22 and of the connection system 6 ' , so as to limit the action of the adj usting elements 80 .

[0072] Preferably, the actuation system 8 is suitable for operating in a unilateral configuration, in which the adj usting elements 80 are suitable for reducing the length of said first and second upper belts 21 , 22 and of the connection system 6 ' , increasing the loads transmitted to the driver with respect to a predetermined preload situation on the driver/passenger .

[0073] Alternatively, the actuation system 8 is suitable for operating in a bilateral configuration, in which the adj usting elements 80 are suitable both for reducing and increasing the length of each of said first and second upper belts 21 , 22 , and of the connection system 6 ' , preferably at most up to the maximum length established by the mechanical locking devices . In this way, it is possible to respectively increase or reduce the loads transmitted to the driver/passenger with respect to a predetermined preload situation on the driver/passenger . [0074] According to an embodiment , the actuation system 8 comprises an electronic processing and control unit configured to control the active means 81 in such a way as to increase and/or reduce the length of said first and second upper belts 21 , 22 and of the connection system 6 ' with respect to a predetermined length of said first and second upper belts 21 , 22 and of the connection system 6 ' that determines the preload on the driver/passenger .

[0075] According to an embodiment , shown for example in Figure 1 , the active belt system 1 also comprises a first central belt 23 and a second central belt 24 , suitable for embracing the driver passing above the pelvis .

[0076] Each of said first and second upper belts 23 , 24 comprises at a respective lower end 240 , 240 ' , a first central coupling terminal 53 and a second central coupling terminal 54 respectively . [0077] According to such an embodiment , the closing mechanism 3 therefore comprises a third and a fourth closing seat 33 , 34 engageable with said first and second central coupling terminal 53 , 54 .

[0078] These central belts 23 , 24 may also be implemented by the actuation system 8 , or else passively contribute to the transmission of the loads to the driver/passenger and be constrained to the frame .

[0079] In particular, preferably, the first central belt 23 and the second central belt 24 comprise at a respective distal end 230 , 230 ' respectively a first central coupling terminal 43 and a second central coupling terminal 44 .

[0080] Said first and second central coupling terminals 43 , 44 are suitable for being fastened to the simulator frame , or to one of the adj ustment means 80 , and the active means 81 are suitable for actuating said adj ustment elements 80 , so as to actively modi fy the length of the first central belt 23 and/or the second central belt 24 .

[0081] According to a further embodiment , the active belt system 1 also comprises a first lower belt 25 and a second lower belt 26 , suitable for embracing the driver passing between the legs .

[0082] In particular, each of said first and second lower belts 25 , 26 comprises at a respective lower end of the lower belt 250 , 250 ' respectively a first lower coupling terminal 45 and a second lower coupling terminal 46 , suitable for being fastened to the simulator frame or seat .

[0083] Each of said first and second lower belts 25 , 26 is constrained to the closing mechanism 3 .

[0084] In particular, preferably, each of said first and second lower belts 25 , 26 comprises at a respective upper end of the lower belt 260 , 260 ' respectively a first lower closing terminal 55 and a second lower closing terminal 56 ; according to this embodiment , the closing mechanism 3 comprises a fi fth and a sixth closing seat 35 , 36 engageable by snapping with said first and second lower closing terminals 55 , 56 .

[0085] According to this embodiment , therefore , the closing mechanism may be released from the lower belts , which instead remain constrained to the frame or the seat .

[0086] Alternatively, each of said first and second lower belts 25 , 26 is permanently constrained, for example irremovably fastened, to the closing mechanism 3 .

[0087] In other words , according to this variant the lower belts are formed as one with the closing mechanism, and may not be disengaged therefrom .

[0088] By means of these lower belts , the closing mechanism is therefore forced to remain constrained to the frame or seat .

[0089] According to a variant embodiment , for example shown in figures 1 , 4a and 4b, the active belt system 1 also comprises auxiliary connections 10 , suitable for connecting the first 21 and the second upper belt 22 to each other, passing on the driver ' s chest .

[0090] Preferably, the active belt system 1 also comprises manual adj ustment means 100 , for example sliding buckles , for each of said first and second upper belts 21 , 22 , and for the rear belt element 6 .

[0091] These manual adj ustment means 100 are suitable for being manipulated to manually modi fy the length of each of said first and second upper belts 21 , 22 and of the rear belt element 6 .

[0092] Such manual adj ustment means are preferably suitable for being manipulated to manually modi fy the length also of each of said first and second central belts 23 , 24 , and of each of said first and second lower belts 25 , 26 .

[0093] With reference to the embodiment illustrated in Figure 2 , the active belt system 1 comprises belt guide elements 99 , for example brackets with belt guides with a single or double roller , suitable for being fastened to the seat or frame of a simulator and suitable for stabili zing the sliding of each of said first and second upper belts 21 , 22 , and of said connection system 6 ' , so as to keep the direction in which the adj ustment means 80 act constant .

[0094] According to one embodiment , the closing mechanism 3 is suitable for being anchored to at least one anchoring point integral with the simulator frame or seat . In particular, the locking mechanism 3 is constrained at least partially in a non-actively adj ustable manner, for example by a connection with the seat or with the simulator frame by means of belts that are only passively adj ustable using manual adj ustment means . Such only passively adj ustable belts may be one or more of said first and second central belts 23 , 24 or of said first and second lower belts 25 , 26 .

[0095] The subj ect of thi s invention is also a simulator comprising a frame , a seat and at least one active belt system 1 according to thi s invention and described in the preceding paragraphs .

[0096] Preferably, the simulator is equipped with displays and actuators , of themselves known to an expert in the field and as such not described here .

[0097] For example , the simulator is a simulator for driving a wheeled vehicle , or an aerospace vehicle , or a means of naval transport or similar . Alternatively, the simulator is for example a system capable of simulating the loads on a passenger sitting on the seat of a roller coaster, or on the seat of a 4D cinema .

[0098] Innovatively, the present invention brilliantly overcomes the drawbacks of the systems of the prior art .

[0099] Innovatively, in fact , the present invention makes it possible to trans fer to a passenger sitting on a seat a resulting force with vertical , longitudinal and above all lateral components , considerably increasing the immersiveness of the simulation .

[00100] Advantageously, moreover, the present invention improves the ability of any simulator to allow the driver to perceive static and low frequency inertial loads .

[00101] Advantageously, the present invention makes the simulation more faithful to the transmission of loads during the actual use of the vehicle . In fact , the active belt system which is the obj ect of the invention does not make use of active elements inside the vehicle seat , and uses the belts only as a means of stimulation . The seat acts passively as a means of containment for the driver and as a source of constraining reactions , as happens under actual normal dynamics .

[00102] Conveniently, therefore , this invention is adaptable for use with di f ferent seats , and requires minimal modi fications to the seats in order to allow for the passage of the side belt elements . [00103] In particular, in an extremely advantageous way, the present invention makes it possible to apply an adj ustable force on the driver ' s torso , especially by virtue of the rear belt element 6 and even more ef fectively by virtue of the side belts 65 , 65 ' .

[00104] According to a further advantage , the active belt system according to the invention, by virtue of the synergistic combination of the actuation system 8 and the addition of the connection system 6 ' , makes it possible to apply independent forces on each belt in order to obtain a resultant force that is directed arbitrarily in any direction aimed at the seat .

[00105] According to an even further advantage , the active belt system makes it pos sible to generate a force wherein the components thereof are modulated continuously and with a wide range of amplitude and with low latency, trans ferring to the driver a combination of dynamic, static and low frequency feedback .

[00106] Innovatively, the present invention improves the tactile rendering of the transmission of forces in the lateral direction .

[00107] Advantageously, the presence of mechanical locking systems makes it possible to maintain the functionality of safety belts , especially the ability to ef fectively hold the torso in the case of an emergency . [00108] Advantageously, the actuation system acting in a dedicated manner on each belt of the active belt system which is the obj ect of the invention increases the readiness and coordination between the di f ferent systems on the market .

[00109] Advantageously, the variant of the connection system with crossings and filling portions makes it possible to maximi ze the contact surface with the hips of the driver/passenger , improving the distribution of the pressures and inertial loads .

[00110] Advantageously, the filling portions ensure greater ergonomics and res istance for the connection system .

[00111] Conveniently, furthermore , the belt guide elements provide support to the belts and generate a constant pulling direction .

[00112] Advantageously, finally, such an invention is capable of signi ficantly improving the ef fectiveness of a driving simulator and radically influencing the operation thereof . The initial description of the prior art shows how known simulators are strongly influenced in design, cost and performance by the problems solved by the invention in question . As a result , the active belt system herein described, when adopted in a simulator, may radically influence the design speci fications , final performance , design and cost thereof .

[00113] A person skilled in the art may, in order to meet speci fic needs , make several changes to the embodiments of this invention or substitutions of elements with others that are functionally equivalent .

[00114] These variants are also contained within the scope of protection as defined by the following claims .