Abstract:
A safety belt arrangement for a motor vehicle. The arrangement includes a belt deflection device. The belt deflection device is arranged above the shoulder of the passenger to be held by the safety belt. The belt deflection device is mounted to a carrier attached to the vehicle body. The belt deflection device includes an upper reversal member, which deflects the belt downwards, and a deflection member arranged below the reversal member. The deflection member being vertically adjustably secured to a rail mounted to the carrier. The deflection member deflects the belt from an at least substantially vertical direction to a direction toward the shoulder of the passenger which deviates significantly from the vertical.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   The present application is a continuation-in-part of U.S. patent application Ser. No. 09/845,323 filed on May 1, 2001 (now U.S. Pat. No. 6,527,298). 

   BACKGROUND 
   The present invention relates to a safety belt arrangement for a vehicle, in particular a motor vehicle. In particular, but not exclusively, the present invention relates to a three-point safety belt arrangement. The present invention may also be employed in a two-point safety belt arrangement. 
   In conventional arrangements a belt deflection device is provided above a belt roller, which is preferably secured at the base of the vehicle. In order to improve passenger comfort the belt deflection device may be displaceable in the vertical direction so that taller persons can displace the deflection location upwardly and shorter persons can displace the deflection location downwardly. In this way the belt part which extends from the belt deflection device to the person who is buckled in arrives at the shoulder of the passenger at an angle which is not too steep and not too acute. Due to the angle, the draw-back forces which are exerted on the belt by the torque producing mechanism, which is preferably executed as a spiral spring in the belt roller, do not exert any unpleasant force components on the shoulders toward the rear. However, an unobjectionable holding of the passenger against the inertial forces is ensured in the event of sudden braking and in particular in the event of an accident. 
   Current belt deflection devices are required to withstand considerable forces during fall braking and, in particular, in the event of an accident. As a result, the displacement mechanisms must be designed to be particularly stable and strong, which is associated with increased material and construction costs and complexity. In contrast, there is no problem in securing belt deflection devices which are not adjustable in height to the vehicle, so that no danger of tearing out exists even in the event of an accident. 
   SUMMARY OF THE INVENTION 
   The object of the invention is to create a safety belt apparatus having a belt deflection device which is adjustable in height, and which operates absolutely reliably even in the event of an accident. The apparatus operates in a simple manner and can be provided for low material cost and complexity. Another object of the invention is to provide a safety belt arrangement which has a simple construction and can be mounted to a vehicle body in a simple manner. 
   According to the present invention a seat belt arrangement is provided. The arrangement includes a turn-about or reversal member secured to the vehicle body for reversing the direction of the seat belt. The height of the seat belt arrangement may be adjusted by moving a vertically adjustable deflection member which is arranged below the reversal member at the vehicle body and which does not deflect the belt from the vertical at an angle as great as 90°, or even in the region of 180°, but merely by a comparatively small angle of approximately 45°. 
   The forces transmitted by the belt to the deflection member in the event of an accident are substantially lower than the stresses arising at the reversal member, which is firmly arranged, so that the deflection member can be manufactured with relatively low volume and with relatively low material cost and complexity. As a result, the deflection member takes up little space and projects only comparatively little into the passenger space. 
   The greatest part of the belt draw force is transmitted to the vehicle body through the reversal member, which can be firmly mounted (via the carrier) without difficulty. The substantially lower deflection forces at the deflection member are also transmitted to the vehicle body via the carrier. 
   Moreover, since the reversal member as well as the belt deflection member are mounted to a carrier (in the case of the deflection member via the rail), installation of the safety belt arrangement in a vehicle is simplified. Further, it is advantageous that all forces which may act on the deflection member and, in particular, on the reversal member, are transmitted to the vehicle via the carrier. The load which may act on the vehicle body is concentrated in the location where the carrier is attached, which makes it easier to provide any strengthening of the vehicle body, if required. 
   Preferably, the upper reversal member is mounted directly above the top end of the rail. Thereby, the vertical extension of the carrier is limited so that installation of the belt arrangement is further simplified. 
   In another preferred embodiment of the invention, the rail is arranged to extend in-between the part of the belt extending from the belt roller to the reversal member and the part of the belt extending from the reversal member to the deflection member. Thereby, the dimensions of the deflection device are reduced so that the carrier can be easily integrated in a column if the vehicle body with only the exit of the belt from the deflection member and an actuator for height adjustment being exposed. 
   In another embodiment, the deflection member comprises a holding element which is engagable with the rail through spring force. Thereby, the deflection member can be easily engaged and disengaged to adjust a preferred height. 
   In still a further embodiment, the carrier comprises a plurality of latches for attaching the carrier to the vehicle body, and in particular a column of the vehicle. 
   The deflection member may further comprise a bracket for receiving and guiding the safety belt. Preferably, the bracket is at an angle relative to the longitudinal axis of the carrier. The angle may preferably be approximately 45°. Thereby, the belt approaches the shoulder of a passenger to be held by the belt in a most comfortable manner. The rail can be advantageously designed as an extrusion section. 
   One advantage of the invention consists in that the safety belt arrangement does not completely fail even if the deflection member in accordance with the invention should break in the event of an accident. Since the deflection member does not reverse the belt, but merely deflects it, a straightening of the deflected belt part takes place in the event of a breaking of the deflection member, through which however the holding function of the belt merely sets in with a slight delay but is not completely eliminated, however. 
   The deflection member is preferably suitable rounded off at the inside and at the outside in such a manner that the belt is neither excessively stressed or even damaged during the drawing in and out nor are persons whose heads strike against the deflection member exposed to a serious risk of injury. The deflection member may be executed as a plastic and/or metal part. 
   It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only, and are not restrictive of the invention as claimed. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     These and other features, aspects and advantages of the present invention will become apparent from the following description, appended claims, and the accompanying exemplary embodiments shown in the drawings, which are briefly described below. 
       FIG. 1  is a schematic side view of a safety belt arrangement in accordance with a first embodiment of the invention in a motor vehicle. 
       FIG. 2  is an enlarged cross-sectional schematic view along line II—II in FIG.  1 . 
       FIG. 3  is a section along line III—III in FIG.  2 . 
       FIG. 4  is a cross-sectional schematic view similar to  FIG. 2  of a further embodiment of the present invention. 
       FIG. 5  is a cross section of a safety belt arrangement in accordance with a further embodiment of the invention. 
       FIG. 6  is a perspective view of the safety belt arrangement of FIG.  5 . 
       FIG. 7  is a front view of the safety belt arrangement of FIGS.  5  and  6 . 
   

   DETAILED DESCRIPTION 
   As shown in  FIG. 1 , a seat belt arrangement according to the present invention includes a belt roller  12  which takes up a belt coil or roll  22  and is secured to the base of a vehicle body  11  by means of a housing  34 , which is merely indicated in  FIG. 1  by broken lines. The belt roller  12  is subjected to a bias force in the wind-up direction A by a torque producing mechanism  13  (shown in dashed lines), preferably in the form of a spiral spring. An unwind blocking arrangement or ratchet  14  (shown only schematically) ensures that the unwinding of the belt  15  from the belt roller  12 , which is theoretically possible against the restoring force of the torque producing mechanism  13 , is inhibited by the rotational blocking of the belt roller  12 . The belt unwinding is blocked if an attempt is made to unwind the belt  15  rapidly from the belt roller  12  or if accelerations which are caused by an accident arise at the vehicle. 
   From the belt roller  12  the belt  15  first extends upwardly substantially in the direction of the vertical  33  up to a belt deflection device  17  which is provided above the shoulder  16  of a passenger. The belt deflection device  17  includes an upper reversal member  20  which is firmly secured to the vehicle body  11  and is preferably designed as a roller. The deflection device  17  also includes a height-adjustable deflection member  21  which is arranged beneath the roller. The reversal member  20  is configured to deflect the belt  15  by at least 180°, or preferably somewhat more (see the illustration in broken lines in FIG.  1 ). On the other hand, the deflection member  21  merely produces a deflection of the belt  15  that is above the shoulder  16  of the passenger by an angle which is approximately 45°, depending on the size of the passenger. 
   After passing the shoulder  16  of the passenger, the belt  15  then arrives at a belt lock  18  where it is secured (as shown by the broken lines in FIG.  1 ). The lower part of the belt lock  18  is led over a draw member  19  to a draw member securing point  36  at the vehicle body  11 . Alternatively, in the case of a three-point arrangement, the belt  15  is led further to a belt securing point  35  at the vehicle body  11 . 
   In accordance with  FIGS. 1  to  3 , the deflection member  21  includes a frame  21 ′, preferably rectangular, from which two spaced sliding blocks  21 ″ (spaced in a vertical direction) extend in the direction away from the safety belt  15  through an entry opening  37  into a groove  23 ′ of a rail  23 . The rail  23  is secured to the vehicle body  11  and extends in a generally vertical direction. The sliding blocks  21 ″ are configured generally in a T shape and engage with a transverse T beam behind undercuttings  24  of the rail  23  that adjacent the groove  23 ′. At the end of the undercuttings  24  which faces the entry opening  37  inclined clamping surfaces  28  are provided which lie opposite to corresponding inclined clamping surfaces  29  at the sliding blocks  21 ″. 
   At the side facing away from the frame  21 ′ the two sliding blocks  21 ″, which have a spacing in the longitudinal direction of the rail  23 , as shown in FIG.  3 . The spacing or blind bore  27  accommodates a compression spring  26  and a recoil pin  25  which is subject to the spring force. The two recoil pins  25  project out of the blind bores  27  and push against a carriage  31  which is formed complementary to the groove  23 ′ and which has at the side of the frame  21 ′ two rectangular openings  30  into which the sliding blocks  21 ″, which have a rectangular cross-section which is complementary thereto, engage. 
   The carriage  31  is pressed into the groove  23 ′ by the compression springs  26  and the recoil pins  25 . The reaction force which results from this contact brings the inclined clamping surfaces  28 ,  29  into a clamping contact with one another, through which the deflection member  21  is clamped at the rail  23  in such a manner that a vertical position which is set is maintained. 
   If the passenger presses with a finger into an actuation depression  32  which is provided outwardly at the frame  21 ′, the inclined clamping surfaces  28 ,  29  are lifted off from one another, with the compression spring  26  being compressed. As a result of the passenger&#39;s action, the force locked connection between the sliding blocks  21 ″ and the rail  23  is loosened to such an extent that an upward or downward vertical displacement of the deflection member  21  in the direction of the arrows F and G shown in  FIG. 1  is possible. 
   Ripplings or surface features may be provided at the inclined clamping surfaces  28 ,  29  in order to improve the holding of the deflection member  21 . The displacement can take place continuously or, if non-illustrated catches are provided, also in accordance with a predetermined pattern. 
   In a preferred embodiment, in order to allow the deflection member  21  to project as little as possible into the passenger space, the safety belt  15 , after passing around the reversal member  20  in the manner which is illustrated in  FIG. 1  at  15 ′, should be directed towards the part of the belt  15  which is located between the belt roller  12  and the reversal member  20  so that the two belt parts have only just enough spacing inside the deflection member  21  to ensure their mutual movability. Both the rising and the descending part of the belt  15  are passed through the frame  21 ′. Thus, through a guiding of the belt in accordance with  15 ′ in  FIG. 1  the depth of the deflection member  21  can be reduced to a minimum. The frame could be designed substantially flatter in this case, as is indicated at  21 ′″, in FIG.  1 . 
   A passenger displaces the deflection member  21  by pressing the actuation depression  32  relative to his shoulder  16  at such a height that the belt  15  or  15 ′ is on the one hand deflected only as little as possible from its straight direction, through which a higher wearer comfort is ensured, but on the other hand the belt  15  is nevertheless wound up to such an extent in the region of the shoulder  16  that a good holding of the buckled up passenger against being thrust forward is ensured in the event of a sudden braking or in the event of an accident. Taller persons thus displace the deflection member  21  further upwardly and shorter persons further downwardly. 
   The two forces resulting from the upwardly and downwardly extending belt portions located at the reversal member  20  can be easily accommodated by the non-displaceable mounting of the reversal member at the vehicle body  11 . On the contrary, only a fraction of the simple belt force arises at the deflection member  21 . This fractional belt force is in the direction away from the rail  23 . This fraction is determined by the comparatively small size of the deflection angle of the belt  15  (preferably, approximately 45°) in the deflection member  21 . The force acting on the deflection member  21  can thus, for example, be reduced to less than half the belt force. This reduction in force on the deflection member provides the advantage of permitting a deflection member with a compact design that can be made with a low material cost and complexity. 
   In accordance with  FIG. 2 , covering aprons  38  which cover over the rail  23  and which counteract the intrusion of contamination between the frame  21 ′ and the rail  23  can be formed laterally at the frame  21 ′. The covering aprons  38  are omitted in FIG.  3 . 
   According to an alternative embodiment of the present invention,  FIG. 4  essentially shows a kinematic reversal of the guidance of the deflection member  21  at the rail  23  than that shown in  FIGS. 2 and 3 . The rail  23  is provided in accordance with  FIG. 4  with a T-shaped section instead of with a groove  23 ′ in accordance with  FIG. 3 , with the two transverse projections  23 ″ of the rail  23  engaging behind undercuttings  21 ″″ of the deflection member  21  which are arranged at the covering aprons  38  of the frame  21 ′ which point towards the rail  23 . The inclined clamping surfaces  28  and  29  are respectively provided at the free ends of the transverse projections  23 ″ and in the region of the transition from the covering aprons  38  to the undercuttings  21 ″″. In a mounting bore  27 ′ of the rail  23  there is a helical compression spring  26  which engages at the other side at the base of the frame  21 ′ and exerts a bias force on the deflection member  21  in the direction away from rail  23 . In this way the inclined clamping surfaces  28 ,  29  come to lie in contact with one another. In  FIG. 4  the deflection member  21  is illustrated in a condition resulting from a passenger pressing on the actuation depression  32  in order to be able to displace the deflection member  21  along the rail  23 . 
   Both in the exemplary embodiment in accordance with FIG.  2  and the exemplary embodiment in accordance with  FIG. 4 , sliding projections  39  can be provided at the rear side of the frame  21 ′. The projections  39  are normally held by the helical compression spring  26  at a distance from the rail  23 , but come to contact at the rail  23  when pressure is exerted on the actuation depression  32  and which then favour the upward or downward sliding process which is triggered by the operating person. 
     FIGS. 5  to  7  show a safety belt arrangement in accordance with another embodiment of the invention. In this embodiment, the reversal member  20 , the deflection member  21  as well as the rail  23  are mounted to a carrier  40 . The reversal member  20  is formed by a reversal roller  41  rotatably held on an axis  41  on a top part of the carrier  40 . The rail  23  extends in between the belt part extending from the belt roller  12  to the reversal member  20 , and the belt part extending from the reversal member  20  to the belt lock  18 . As has been indicated hereinabove, this reduces the dimensions of the safety belt arrangement in particular in the direction of the passenger cabin of the vehicle in which the arrangement is to be installed. This facilitates an integration of the arrangement in a column (in particular the B-column) of the vehicle. 
   The carrier  40  further comprises a plurality of latches  43  for attachment of the carrier  40  to the vehicle body  11 . Additional means such as screws or bolts  44  may be provided to better secure the carrier  40  to the vehicle body  11 . 
   The deflection member  21  further comprises a bracket  45  for guiding the safety belt  15 . The bracket  45  is at an angle to the longitudinal extension of the carrier  40 . Thereby, the deflection of the safety belt  15  is such that the belt  15  approaches the shoulder of a passenger in a most comfortable manner. 
   It is to be noted that the present invention is not limited to the exemplary embodiments described above. It will be apparent to the skilled person that modifications and variations can be made without departing from the scope and spirit of the invention as determined from the claims. 
   Given the disclosure of the present invention, one versed in the art would appreciate that there may be other embodiments and modifications within the scope and spirit of the invention. Accordingly, all modifications attainable by one versed in the art from the present disclosure within the scope and spirit of the present invention are to be included as further embodiments of the present invention. The scope of the present invention is to be defined as set forth in the following claims.