Shock absorbing height adjusters for restraint systems and associated systems and methods

Shock absorbing seatbelt height adjusters for use with vehicle occupant restraint systems, and associated systems and methods are disclosed herein. In one embodiment, a shock absorbing height adjuster includes a D-loop assembly slidably coupled to a rail, and a stop assembly and a pre-loader slidably coupled to the rail on opposite sides of the D-loop assembly. The stop assembly and the pre-loader can be releasably lockable at a plurality of positions along the rail. A biasing member can be compressed between the pre-loader and the D-loop assembly to urge the D-loop assembly toward the stop assembly and allow motion of the D-loop assembly toward the pre-loader under load. The position of the pre-loader can be adjusted to vary the compression in the biasing member.

TECHNICAL FIELD

The following disclosure is directed to shock absorbing height adjusters for use in vehicle occupant restraint systems.

BACKGROUND

Restraint systems for use in cars, trucks and other vehicles often include a turning loop or D-loop near an occupant's shoulder. The D-loop redirects a seatbelt web that extends upwardly from a retractor, through the D-loop, and then downwardly at an angle across the occupant's torso. In the event of a collision or other high deceleration event that causes locking of the retractor, the D-loop acts as a rigid anchor for the seatbelt web and resists forward motion of the occupant. Although many situations require significant tension in the web to properly restrain an occupant, this tension can result in substantial discomfort. For example, in recreational utility vehicles (RUVs) or utility task vehicles (UTVs), aggressive driving in off-road conditions can result in repeated application of high tension loads in the web, causing discomfort and/or fatigue for the operator.

DETAILED DESCRIPTION

The following disclosure describes various embodiments of shock absorbing seatbelt height adjusters and associated systems and methods. In some embodiments, a shock absorbing seatbelt height adjuster includes a rail, a stop assembly, a D-loop assembly, and a pre-loader. As described in greater detail below, the D-loop assembly can include a D-loop that provides a turning point for a seatbelt web (e.g., a shoulder belt web). The D-loop assembly, the stop assembly, and the pre-loader can be slidably coupled to the rail, and the stop assembly and the pre-loader can be releasably lockable at a plurality of positions along the rail to adjust the height of the D-loop and to adjust the pre-load in the system, respectively. A biasing member (e.g., a spring) can be positioned between the pre-loader and the D-loop assembly to resiliently urge the D-loop assembly toward the stop assembly. The biasing member can be compressible to allow some motion of the D-loop assembly toward the pre-loader in use, and the position of the pre-loader can be varied to adjust the compression of the biasing member. Allowing the D-loop assembly to move in response to tension loads in the shoulder belt web can reduce the forces experienced by the seatbelt wearer in use. In other embodiments, the devices, systems and associated methods described herein can have different configurations, components, and/or procedures. Still other embodiments may eliminate particular components and/or procedures. A person of ordinary skill in the relevant art, therefore, will understand that the present technology, which includes associated devices, systems, and procedures, may include other embodiments with additional elements or steps, and/or may include other embodiments without several of the features or steps shown and described below with reference toFIGS. 1-5B.

Certain details are set forth in the following description andFIGS. 1-5Bto provide a thorough understanding of various embodiments of the disclosure. To avoid unnecessarily obscuring the description of the various embodiments of the disclosure, other details describing well-known structures and systems often associated with vehicle occupant restraint systems, seatbelt height adjusters, shock absorbers, and the components or devices associated with the manufacture of vehicle occupant restraint systems, seatbelt height adjusters, and shock absorbers are not set forth below. Moreover, 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, the various elements and features illustrated in the Figures may not be drawn to scale. 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.

FIG. 1is an isometric view of a vehicle occupant restraint system100configured in accordance with an embodiment of the present technology. In the illustrated embodiment, the restraint system100includes a seatbelt web101(i.e., a shoulder belt web) that secures an occupant102within a vehicle104(e.g., an RUV). More particularly, a first end portion101aof the web101can be operably coupled to a retractor (not shown) that is fixed to the vehicle104, and a second end portion101bof the web101bcan include a connector (not shown) for releasably coupling the web101to a buckle (also not shown) mounted to the vehicle floor on an opposite side of a seat106. The restraint system100includes a shock absorbing seatbelt height adjuster108that can be used to position a turning point of the web101at an appropriate position with respect to the occupant102. More specifically, the height adjuster108includes an adjustable D-loop assembly109having a web receiver or D-Loop110through which the web101passes. The first portion101aof the web101extends downwardly from the D-loop110to a web retractor (not shown), and the second portion101bextends downwardly at an angle across the occupant102towards a buckle (not shown). As described in more detail below, the height of the D-loop110can be adjusted to position the turning point of the web101at a height that is comfortable for the occupant102.

FIG. 2is an enlarged isometric view of the shock absorbing height adjuster108configured in accordance with an embodiment of the present technology. In the illustrated embodiment, the height adjuster108includes a height adjusting upper stop assembly202and an adjustable pre-loader204. The stop assembly202and the pre-loader204are slidably coupled to a C-channel rail206, and can be releasably lockable to the rail206at desired positions. As further described below, the stop assembly202is positionable as shown by arrows A1and A2to adjust the height of the D-loop assembly109, and the pre-loader204is positionable as shown by arrows A3and A4to pre-compress a biasing member or spring208to set a desired amount of pre-load that biases the D-loop assembly109against the stop assembly202.

FIG. 3is an exploded isometric view of the shock absorbing height adjuster108illustrating the various components in more detail. In the illustrated embodiment, the height adjuster108includes a pair of end caps309(identified individually as an upper end cap309aand a lower end cap309b) having openings313. The bolts315(only one shown) can extend through the openings309and the mounting holes301to fixedly attach the height adjuster108to the vehicle104. The rail206includes a plurality of mounting holes301on opposing ends thereof and, when assembled, the openings313of the end caps309align with the mounting holes301to receive one or more fasteners or bolts315. The rail206has a C-shaped cross-section with a first flange324aopposing a second flange324b(collectively identified as the flanges324). The flanges324include blocking portions326(identified individually as a first blocking portion326aand a second blocking portion326b).

The stop assembly202includes a spring-loaded release pin302, a stop guide304, and a release knob306. The stop guide304can be slidably engaged with the flanges324of the rail206, with the release pin302slidably extending through an aperture327in the stop guide304and engaging the release knob306. The release pin302includes a head portion303configured to extend into any of a plurality of first openings307(e.g., circular apertures or holes) in the rail206to releasably lock the stop assembly202at a desired stop position along the rail206. For example, the release pin302can be biased toward the openings307via a spring305that is compressed between the stop guide304and the head portion303, and the release knob306can be pulled away from the rail206to move the release pin302out of an individual opening307. The stop assembly202can then be moved on the rail206to another stop position and the release knob306released to engage the pin302with another opening307. The openings307thereby constitute a plurality of stop positions, and moving the stop assembly202from one stop position to another (e.g., from one opening307to another opening307) adjusts the upper position of the D-loop assembly109, as further described below.

The D-loop assembly109includes a mounting bolt308that can extend through: a mounting plate310, a D-loop guide312, a mounting collar314, and a D-loop bracket316. The mounting plate310can be releasably engaged with the D-loop guide312via a locking tab311. Together, the mounting plate310and the D-loop guide312can slidably engage the opposing flanges324of the rail206. The D-loop bracket316pivotally carries the D-loop110, and the mounting bolt308extends through apertures in the mounting plate310, the D-loop guide312, the mounting collar314, and the D-loop bracket316to couple the D-loop bracket316to the rail206. Accordingly, as described in more detail below, the D-loop guide312can slide along the rail206between the stop assembly202and the blocking portions326.

The adjustable pre-loader204includes a pre-loader guide318and a release button320.FIGS. 4A and 4Bare enlarged end views of the pre-loader204configured in accordance with an embodiment of the present technology. More particularly,FIG. 4Ais an end view of the pre-loader204in an unassembled condition, andFIG. 4Bis an end view of the pre-loader204in an assembled condition. Referring toFIGS. 3-4B, the release button320can be slidably positioned at least partially within the pre-loader guide318and, together, the release button320and the pre-loader guide318are slidable over the rail206. In particular, the pre-loader guide318includes a first rail opening402, and the release button320includes a second rail opening404. The openings402and404are shaped to match the cross-section of the rail206, and when assembled (as shown inFIG. 4B), the openings402and404align to slide over the rail206such that the pre-loader204encircles or encloses a section of the rail206. The release button320includes an engagement feature321that can be releasably inserted into any of a plurality of second openings322in the rail206to lock the pre-loader204at a desired pre-load position along the rail206. In one embodiment, a biasing member (not shown) urges the engagement feature321towards the second openings322in the direction of arrow A5. The release button320can be depressed to move the engagement feature321in the direction of arrow A6and out of one of the second openings322, and enable movement of the pre-loader204to another position where the release button320can be released to engage the engagement feature321with one of the second openings322at that location. The openings322thereby constitute a plurality of pre-load positions, and moving the pre-loader204from one pre-load position to another (e.g., from one opening322to another opening322) adjusts a pre-load for the height adjuster108, as further described below.

The spring208can be positioned within the C-shaped cross-section of the rail206and be operably compressed between the pre-loader204and the D-loop guide312. Additionally, the spring208can be sized to be in a compressed state when the stop assembly202and the pre-loader204are engaged with one of the first openings307and one of the second openings322, respectively. Movement of the pre-loader204towards the D-loop guide312increases the compression of the spring208, and exerts additional force on the D-loop assembly109that biases the D-loop assembly109against the stop assembly202, as described in more detail below. The blocking portions326of the flanges324limit movement of the pre-loader204in the direction of the D-loop assembly109, and thereby limit the maximum pre-load of the spring208.

In several embodiments, each of the components shown inFIG. 3can be made from a metal or a metal alloy (e.g., steel) known in the art. For example, these components can be stamped, cut, rolled, formed, milled, or otherwise shaped from metal or alloy stock materials using one or more methods known in the art. In other embodiments, these and/or other components can be made from composite materials, plastics, and/or other materials. For example, in some embodiments the pre-loader204, the D-loop guide312, and the release knob306can be made from plastic.

Referring toFIGS. 1-4Btogether, in use, the occupant102can adjust the stop assembly202to comfortably position the web101relative to his or her shouder. For example, the occupant102can pull the release knob306outwardly away from the rail206to withdraw the release pin302from the opening307, and then slide the stop assembly202to a position on the rail206that accommodates the occupant's size. As shown inFIG. 1, for example, the stop assembly202is positioned such that the second web portion101bextends comfortably across the occupant's clavicle. If the second web portion101bis too low (e.g., extending across the occupant's shoulder and close to the occupant's arm), the occupant102can move the stop assembly202to a higher position on the rail206. Alternatively, if the second web portion101bis too high (e.g., close to the occupant's neck), the occupant can move the upper stop to a lower position on the rail206. Regardless of the position of the stop assembly202, the spring208biases the D-loop assembly109toward and against the stop assembly202.

The occupant102can also adjust the compression of the spring208to set a desired pre-load that is suitable for the weight of the occupant102and/or the expected ride conditions. For example, for heavier riders and/or when a rough ride is expected, the occupant102can increase the pre-load by increasing the compression of the spring208. Specifically, the occupant102can depress the release button320to move the engagement feature321out of the second opening322that it is currently positioned in, slide the pre-loader204toward the stop assembly202to further compress the spring208, and then release the release button320in the adjacent second opening322. For lighter occupants and/or when a smoother ride is expected, the occupant102can decrease the pre-load by moving the pre-loader204away from the stop assembly202and thereby reducing the compression in the spring208.

In several embodiments, the pre-loader204and the stop assembly202can be easily adjusted by the occupant102while the occupant102is seated in the vehicle104. For example, the occupant102can reach up and depress the release button320and/or pull the release knob306while seated in the vehicle. Additionally, the release button320and the release knob306can be sized and shaped so that they can be easily grasped and manipulated via a gloved hand.

In operation, the vehicle104can be subjected to deceleration events that cause the occupant102to accelerate forward from the seat106. In such events, the web101is locked by a retractor on one end and by a fixed anchor on the other. As a result, the forward movement of the occupant102generates tension in the web101that acts on the D-loop assembly109via the D-loop110. The force on the D-loop assembly109includes a downward component that pulls the D-loop assembly109downwardly away from the stop assembly202and toward the blocking portions326, thereby compressing the spring208. The spring208resists this movement, and progressively increases the resistance as the D-loop assembly109moves closer to the blocking portions326. The progressive resistance provided by the spring208can reduce the maximum force that would otherwise be applied to the occupant102by the web101during a deceleration event. Specifically, in vehicles that have a fixed turning point for the shoulder belt web, the web provides very little, if any “give,” and the occupant is effectively immediately subjected to the entire restraint force applied by the web. With the shock absorbing height adjuster108, the force applied to the occupant102via the web101is applied over a longer period of time as the spring208is compressed, thereby reducing the maximum force applied to the occupant102. Accordingly, the shock absorbing height adjuster108can help to reduce occupant discomfort and fatigue, and provide a more enjoyable vehicle operating experience.

At the end of a deceleration event, when the occupant102stops moving forward relative to the seat106, the spring208urges the D-loop assembly109back toward the stop assembly202. In many low deceleration events, the forces applied via the web101compress the spring208by small amounts that involve relatively little motion of the D-loop assembly109. In significant deceleration events, however, the D-loop assembly109can compress the spring208to a point at which the D-loop assembly109impacts the blocking portions326of the flanges324. In such events, the blocking portions326provide a “hard stop” that prevents additional movement of the D-loop assembly109and associated forward movement of the occupant102. In several embodiments, the rail206can be constructed to position the blocking portions326to provide a predetermined amount of forward movement of the occupant102before reaching the hard stop. The amount of forward movement can be determined based on features of a particular vehicle that uses the height adjuster108. For example, features such as the mounting position of the height adjuster108, the distance between a seat and other components of a vehicle (e.g., a steering wheel), and/or other factors.

In several embodiments, the spring208can be selected to provide desired compression characteristics. For example, the spring208can be selected based at least partially on a spring constant that provides an appropriate amount of resistance for an occupant102having an average weight. In several embodiments, a plurality of springs208having different spring constants can be available for use in the height adjuster108. In such embodiments, the springs208can be selected based on, e.g., a spring constant that matches a weight and/or an expected ride quality. The availability of a variety of springs208can allow an owner of the vehicle104to tailor the operation of the height adjuster108to a variety of different occupant weights and/or a variety of driving characteristics. Additionally, in several embodiments, the height adjuster108can include more than one spring208(e.g., two springs208) that together provide a desired spring constant and/or other operational characteristics. In some embodiments, the spring208can have a spring constant and a shape that is similar to or identical to that of a spring used in a magazine or clip for a firearm.

FIGS. 5A and 5Bare isometric and exploded isometric views, respectively, of a shock absorbing height adjuster508configured in accordance with another embodiment of the present technology. In the illustrated embodiment ofFIGS. 5A and 5B, the shock absorbing height adjuster508includes several features that are at least generally similar to features of the shock absorbing height adjuster108discussed above with reference toFIGS. 1-4B. For example, referring toFIGS. 5A and 5Btogether, the shock absorbing height adjuster508includes a rail having mounting holes501on opposing ends thereof. When assembled, openings513on end caps509align with the mounting holes501to receive one or more fasteners or bolts515for fixedly attaching the height adjuster508to the vehicle104(FIG. 1). The rail506also includes a C-shaped cross-section with a first flange524aopposing a second flange524b(collectively identified as the flanges524). The flanges524include blocking portions526(identified individually as a first blocking portion526aand a second blocking portion526b).

The height adjuster508can also include a D-loop assembly536and a height adjusting upper stop assembly538. The stop assembly538includes a spring-loaded release pin502, a stop guide504, and a release knob540. The release pin502can include a head portion503configured to extend into any of a plurality of openings507in the rail506to releasably lock the stop assembly538at a desired stop position along the rail506. The release pin502can slidably extend through an aperture in the stop guide504and engage the release knob540. The stop guide504can be slidably engaged with flanges524, and the release pin502can be biased toward the openings507via a spring505.

The D-loop assembly536includes a mounting bolt532that can extend through: a mounting plate510, a D-loop guide512, a mounting collar514, and a D-loop bracket516. The mounting plate510can be releasably engaged with the D-loop guide512via a locking tab511. Together, the mounting plate510and the D-loop guide512can slidably engage the opposing flanges524of the rail506. The D-loop bracket516pivotally carries a D-loop530, and the mounting bolt532extends through apertures in the mounting plate510, the D-loop guide512, the mounting collar514, and the D-loop bracket516to couple the D-loop bracket516to the rail506. Similar to the discussion above with respect to the height adjuster108, the D-loop guide512can slide along the rail506between the stop assembly538and the blocking portions526.

The rail506also includes a tang504that is positioned to engage a biasing member or spring534. Similar to the spring208, the spring534biases the D-loop assembly536toward the stop assembly538. The amount of biasing or pre-load provided by the spring534can be adjusted by replacing one spring534by another spring534having a different spring constant.

In operation, the height adjuster508can function in a manner that is at least generally similar to the height adjuster108. For example, the occupant102(FIG. 1) can adjust the stop assembly538to comfortably position the web101relative to his or her shoulder. E.g., the occupant102can pull the release knob540outwardly away from the rail506to withdraw the release pin502from the opening507, and then slide the stop assembly538to a position on the rail506that accommodates the occupant's size. Regardless of the position of the stop assembly538, the spring534biases the D-loop assembly536toward and against the stop assembly538. If the vehicle104is subjected to a deceleration event, forward movement of the occupant102can generate tension in the web101that pulls the D-loop assembly536downward and compresses the spring534. The spring534resists this movement, and progressively increases the resistance as the D-loop assembly536moves closer to the blocking portions526. The progressive resistance provided by the spring534can reduce the maximum force that would otherwise be applied to the occupant102by the web101during a deceleration event.

Although the height adjuster508includes the tang504, other embodiments can include other components that can engage the spring534. For example, clamps, bolts, or other components can be positioned to engage and compress the spring534to provide pre-load.

Various embodiments of the shock absorbing height adjusters108and508can include several advantageous features. For example, in several embodiments, the biasing members208and534can be metal coil springs. In such embodiments, the springs208and534can provide consistent performance over a wide range of temperatures. Moreover, in several embodiments, the springs208and534can provide consistent performance over an extended operational lifetime. For example, when constructed of a metal or metal alloy, the springs208and534can maintain consistent operation over a greater operational lifetime than that provided by other biasing members that may degrade from dry rot or ultraviolet light exposure (e.g., particular polymers or other particular elastomers). In another example of the advantages provided by the embodiments disclosed herein, the rails206and506(and/or other components) can be constructed of steel or other metal alloys that provide significant strength advantages over similar restraint system components constructed of elastomers or polymers

Additionally, the components shown inFIGS. 1-5Bcan provide for dependable operation in harsh environments that are often encountered by RUVs. For example, the relatively open shape of the C-channel rails206and506can allow water, mud or other debris to pass through and fall out the bottom of the height adjusters108and508, rather than collect in the height adjusters108and508and potentially hinder operations. Yet another advantage of the embodiments disclosed herein is provided by the bolt-on design that allows for the integration of the shock absorbing height adjuster into existing restraint systems during vehicle assembly or as an aftermarket addition. A further advantage can be provided by the direct webbing path through the D-loops110and530, which can provide reduced friction and a more direct loading path than that provided by alternative restraint system components.

In some embodiments, the height adjusters108and508(and/or other components of the restraint system100) can include one or more load indicators that can provide an indication to the occupant102that the function and performance of the restraint system100may be compromised. For example, the application of a design-level load to the height adjuster108or508can provide an indication via relative motion of components of the height adjuster108or508. In one example, movement of the D-loops110of530(or the D-loop assemblies109or536) during a design-level load can expose a flag or release a pop-up indicator. In several embodiments, such load indicating features can be at least generally similar to those described in U.S. Patent Application No. 62/236,792, filed Oct. 2, 2015, and entitled Load Indicators for Personal Restraint Systems and Associated Systems and Methods, which is incorporated by reference herein in its entirety.

In addition to providing an indication of a design-level load, in at least some embodiments, the load indicating features can also absorb some of the forces that act on the restraint system100, and thereby lower the forces experienced by the occupant102. In several embodiments, such load absorbing features can be at least generally similar to those described in the patent application incorporated by reference above, and/or in U.S. patent application Ser. No. 13/441,689, filed Apr. 6, 2012, and U.S. Patent Application No. 61/473,070, filed Apr. 7, 2011, each of which is incorporated by reference herein in its entirety. For example, components of the height adjusters108and508or components of the restraint system100can include features that can be constructed to be deformed or crushed at a particular load value or design-level load to dissipate energy. In several embodiments, the deformation or crushing of the features that results from the application of a design-level load can provide for relative motion between components of the restraint system, and provide an associated indication that the system has sustained a design-level load during, for example, an accident or other vehicle impact. For example, in several embodiments, the rails206and506can include a deformable feature (e.g., one or more deformable protrusions) at the blocking portions326and526. Under a design level load, the deformable feature can provide for additional movement of the D-loop assemblies109and536, into the blocking portions326and526. In another embodiment, the D-loop brackets316and516can include a deformable portion that, under a design-level load, provides for movement of the mounting bolts308and532with respect to the D-loop brackets316and516, respectively.

Although the vehicle104inFIG. 1is a recreational utility vehicle (RUV), the restraint system100and/or the shock absorbing height adjusters108and508can be can installed in a variety of other vehicles (e.g., buses, tractor trailers, passenger automobiles, and/or any other vehicle having restraint systems for vehicle occupants). In vehicles having suspension seats (e.g., class 8 vehicles), additional tension is often applied to a seatbelt web when the seat moves relative to the associated vehicle. The shock absorbing height adjusters108and508can provide significant relief from unnecessary discomfort caused by the movement of these suspension seats.

Additionally, although the shock absorbing height adjusters108and508are described above as providing a turning point for a web101near an occupant's shoulder, in other embodiments, the shock absorbing height adjusters108and508can provide similar functionality for other portions of a restraint system. For example, in some embodiments, the shock absorbing height adjusters108and508can be used as an anchor point for a buckle assembly that connects to the web101on one side of the seat106near the occupant's waist. In such embodiments, the shock absorbing height adjusters can enable movement of the buckle assembly relative to the vehicle, and provide for a decrease in the maximum forces applied to an occupant via the associated restraint system.

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 present technology. Those skilled in the art will recognize that numerous modifications or alterations can be made to the components or systems disclosed herein. Moreover, certain aspects of the present technology described in the context of particular embodiments may be combined or eliminated in other embodiments. Further, while advantages associated with certain embodiments have been described in the context of those embodiments, other embodiments may also exhibit such advantages, and not all embodiments need necessarily exhibit such advantages to fall within the scope of the present technology. Accordingly, the inventions are not limited except as by the appended claims.