DESC:FIELD OF INVENTION

The present invention relates to seat-belt anchorages in automotive vehicles. In particular, the present invention relates to vehicle seat-belt anchorages with a modified swinging panel. More particularly, the present invention relates to a swinging panel arresting the bending movement and plastic strain and reducing the displacement at the seat-belt anchorage locations.

BACKGROUND OF THE INVENTION

The seat Belt anchorage is a mandatory safety regulatory requirement for M1 category vehicles to comply with the Indian Standard AIS-015 and European Standard ECE R 14 and FMVSS.

According to “Consolidated Resolution on the Construction of Vehicles (R.E.3)”, Revision 2, M1 category vehicles, e.g. passenger cars are used for the carriage of passengers and comprise not more than eight seats in addition to the driver's seat. Indian standard AIS-015 specifies the strength requirements of the seat-belt anchorage and the seat subjected to loading by the passenger weight on the seat-belt anchorage while applying brakes and on occurrence of the accidents/crashes. Automotive Industry Standard AIS-015 “Automotive Vehicles–Safety Belt Anchorages–Specifications” defines the following:

Belt Anchorage means the parts of the vehicle structure or the seat structure or any other part of the vehicle to which safety belt assemblies should be secured.
Safety Belt (‘seat-belt’ or ‘belt’) means an arrangement of straps with a securing buckle, adjusting devices and attachments which is capable of being anchored to a vehicle and designed to diminish the risk of injury to its wearer, in the event of collision or abrupt vehicle deceleration, by limiting the mobility of the wearer’s body.

Such an arrangement is generally referred to as a ‘belt-assembly’, a term also embracing any device for energy absorption or belt-retraction.

Effective Belt-anchorage means the point used to determine conventionally, the angle of each part of the safety belt in relation to the wearer, i.e. the point to which a strap would need to be attached to provide the same lie as the intended lie of the belt when worn, and which may or may not be the actual belt anchorage depending on the configuration of the safety belt hardware at its attachment to the belt anchorage, e.g. in the case,

- where a safety belt incorporates a rigid part, which is attached to a lower belt anchorage, either fixed or free to swivel, the effective belt anchorage for all the positions of the seat adjustment is the point where the strap is attached to that rigid point;

- where a strap guide is used on the vehicle or seat structure, the middle point of the guide at the place where the strap leaves the guide on the belt-wearer’s side, shall be considered as the effective belt anchorage; and

- where the belt runs directly from the wearer to a retractor attached to the vehicle or seat structure without an intervening strap guide, the effective belt anchorage shall be considered as being the intersections of the axis of the reel for storing the strap with the plane passing through the centre line of the strap on the reel.

As per AIS-015, anchorages for safety belts shall be so designed, made and situated as to:

- enable the installation of a safety belt. The belt anchorages of the front outboard positions shall be suitable for safety belts incorporating a retractor and pulley taking into consideration in particular the strength characteristics of the belt anchorages, unless the manufacturer supplies the vehicle equipped with other type of safety belts which incorporate retractors. If the anchorages are suitable only for particular types of safety belts, it should be clearly indicated,

- reduce to a minimum the risk of the belt’s slipping when worn correctly;

- reduce to a minimum the risk of strap damage due to contact with sharp rigid parts of the vehicle or seat structures;
- enable the vehicle, in normal use, to comply with the provisions of this standard;

- for anchorages, which take up different positions to allow persons to enter the vehicle and to restrain the occupants, the specifications shall apply to the anchorages in the effective restrained position.

“Strength Analysis of Seat Belt Anchorages according to ECE R14” is a test specification for ensuring the strength of the seats, the seatbelts and the anchorage points. Accordingly, the test loads are applied over loading devices, the so-called Body-blocks (Figure 1), and transferred by the seat belts to the vehicle structure. Since the loading devices are not tied to the seat belts or the seats, contact and slipping can occur between all parts. Therefore, these parts (seat, seat belt, slipring, loading device) build a complex kinematic system and the configuration under load determines the distribution of the applied loads to the anchorage points. Hence, a correct modelling of the kinematics is essential for significant and accurate computational results. ECE R14 classifies the vehicles on the basis of their maximum allowed weights and requires them to sustain different loads dependent on their weight.

Table 1
Part Classification
N1: m < 3.5 t N2: 3.5 < m < 12 t N3: m > 12 t
Shoulder Block 13.5 kN 6.75 kN 4.5 kN
Lap Block 13.5 kN 6.75 kN 4.5 kN
Seat 20 x Seat Weight 10 x Seat Weight 6.6 x Seat Weight

Accordingly:

- Each anchorage shall be capable of withstanding the test load prescribed by ECE-R14/AIS015.

- Permanent deformation, including partial rupture/breakage of any anchorage or surrounding area shall not constitute failure, if the required force is sustained for the given time.

- The belt anchorages must withstand the specified load for not less than 0.2s.
DISADVANTAGES WITH THE PRIOR ART

The existing seat belt anchorages experience an excessive bending movement leading to high plastic strain in the conventional swinging panels of the seat belt anchorages. The conventional swinging panel configuration also exhibited high displacement and plastic strain in the rectangular tube thereof, due to such excessive bending movements.

This high displacement and plastic strain leads to the failure of seat belt anchorages in the tests mandatory according to the Indian Standard AIS-015 and European Standard ECE R14 prescribed therefor.

Therefore, there is an existing need for improving the design of the seat belt anchorages to overcome abovementioned shortcomings.

OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention is to provide an improved seat-belt anchorage with a swinging panel offering a high bending resistance.

Another object of the present invention is to provide an improved seat-belt anchorage with swinging panel having a reduced displacement.

Still another object of the present invention to provide an improved seat-belt anchorage with swinging panel supporting it for ensuring a better joinery.

Yet another object of the present invention is to provide an improved seat-belt anchorage with swinging panel supporting it for a better load transfer.

A further object of the present invention is to provide an improved seat-belt anchorage, which has better strength for the anchorage thereof.
A still further object of the present invention is to provide an improved seat-belt anchorage, which has reduced deflection.

A yet further object of the present invention is to provide an improved seat-belt anchorage, which complies with the regulatory safety requirements.

These and other objects and advantages of the present invention will become more apparent from the following description when read with the accompanying figures of drawing, which are, however, not intended to limit the scope of the present invention in any way.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided an automotive seat-belt anchorage with a swinging panel assembly for arresting heavy bending movement and thereby plastic strain developed and reducing the displacement and/or deflection therein, with minimal changes in the existing vehicle architecture.

Typically, the swinging panel assembly comprises a bracket of predefined profile connected thereto.

Typically, the bracket is connected to said swinging panel by welding.

Typically, the bracket is welded to said swinging panel by CO2 welding.

Typically, the bracket is connected to said swinging panel by CO2 welding.

Typically, the seat-belt anchorage comprises:

• a swinging panel with an anchorage point;

• a profiled reinforcement bracket welded to said swinging panel;

• an engine panel cross-member;

• an engine panel side-member;

• a pair of said swinging panel bolting brackets; and

• a pair of hinges for swivelling said swinging panel;

wherein said engine panel cross-member and said engine panel side-member are connected to said swinging panel at said anchorage point.

Typically, the swinging panel assembly is provided with an additional reinforcement bracket for arresting the heavy bending movement and plastic strain developed therein.

Typically, the swinging panel assembly substantially reduces the displacement/deflection at the anchorage location, preferably by about 20 to 30%, more preferably by 25%.

Typically, the seat-belt anchorage comprises:

• a swinging panel with an anchorage point;

• a profiled reinforcement bracket CO2-welded to said swinging panel;

• an engine panel cross-member;

• an engine panel side-member;

• a pair of said swinging panel bolting brackets; and

• a pair of hinges for swivelling said swinging panel;

wherein said engine panel cross-member and said engine panel side-member are welded to said swinging panel at said anchorage point.

Typically, the swinging panel assembly substantially reduces the displacement/deflection at the anchorage location thereof, preferably by about 20 to 30%, more preferably by 25%.

DESCRIPTION OF THE PRESENT INVENTION

The salient features of the seat belt anchorage configured in accordance with the present invention are enumerated below:

a. Swinging panel for seat belt anchorage has improved bending resistance under the prescribed load tests.

b. Swinging panel for seat belt anchorage provides support to the seat belt anchorage to ensure better joinery and load transfer.

c. Swinging panel for seat belt anchorage imparts better strength to seat belt anchorage and reduces deflection thereof.

To arrest the development of high bending movement, a bracket is designed with improved bending resistance, which is connected to the swinging panel by CO2 welding. This is achieved by the applicant with minimal changes to existing vehicle architecture.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described with reference to the accompanying drawings, which include:

Figures 1a shows a schematic diagram of the load application for carrying out tests according to ECE R14.

Figures 1b shows a typical shape of the lap for carrying out tests according to ECE R14.

Figures 1c shows a typical shape of the shoulder body block for carrying out tests according to ECE R14.

Figure 2 shows the perspective view of a typical seat belt anchorage for applying 100% load.

Figure 3 shows a perspective view of the vehicle cabin equipped with the seat belt anchorage of Figure 2.

Figure 4 shows a perspective view of the conventional swinging panel experiencing excessive bending movement causing high displacement and plastic strain.

Figure 5 shows a perspective view of the conventional swinging panel of Fig. 4 with an opening formed therein due to high bending resistance.

Figure 6 shows a top view of the conventional swinging panel of Fig. 4 with plastic strain exceeding the failure strain.

Figure 7 shows an exploded view of an embodiment of the swinging panel assembly configured according to the present invention.

Figure 8 shows another perspective view of the swinging panel of Fig. 7 to be equipped with the existing vehicle architecture by means of a bracket.

Figure 9 shows a graphical representation of the modified swinging panel configured according to the present invention with permissible plastic strains and reduced displacement at anchorage location showing fringe levels thereof.

Figure 10 shows a graphical representation of the modified swinging panel of Figure 10 representing the plastic strain plot thereof.

Figure 11 shows another modified swinging panel having a high bending resistance configured in accordance with the present invention.

Figure 12 shows a front view of the vehicle cabin equipped with the seat belt anchorage configured according to the present invention.

Figure 13a shows a graphical representation of the displacement of the LH and RH lap block and shoulder block for the conventional seat belt anchorage.

Figure 13b shows a graphical representation of the displacement of the LH and RH torso block and shoulder block for the seat belt anchorage configured according to the present invention.

Figure 14a shows a perspective view of the cabin floor depicted along with the contour plot for the floor displacement in Z direction for the floor in the vehicle cabin fitted with the conventional seat belt anchorage.

Figure 14b shows a perspective view of the cabin floor depicted along with the contour plot for the floor displacement in Z direction for the floor in the vehicle cabin fitted with the improved seat belt anchorage configured as per the invention, resulting in a reduction in its floor displacement in Z direction.

Figure 15a shows the vehicle cabin fitted with the seat belt anchorage configured according to the present invention and depicting the cabin floor structure thereof before the test.

Figure 15b shows an enlarged view of the vehicle cabin floor structure of Fig. 15a depicting the deformation pattern thereof after the test.

Figure 16a shows the vehicle cabin with complete floor structure before test.

Figure 16b shows an enlarged view of the vehicle cabin floor structure of Fig. 16a, depicting the deformation pattern thereof (encircled in red) after the test. This deformation pattern matches with CAE predicted deformation pattern.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, different embodiments of the present invention will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention in any way.

Figures 1a shows a schematic diagram of the load application on lap block 10 and shoulder body block 20 for carrying out tests as per N1 category vehicle regulation’s mandatory requirements according to ECE R14. In this figure, FB is the load acting on the lap block 10 and FS is the load acting on the shoulder body block 20. Here, both applied loads FB and FS are 13.5 kN at 100 ± 50.

Figures 1b shows a typical shape of the lap block 10 for carrying out tests according to ECE R14.

Figures 1c shows a typical shape of the shoulder body block 20 for carrying out tests according to ECE R14.

Figure 2 shows the perspective view of a typical seat belt anchorage to apply 100% load and including lap 10, shoulder body block 20 and seat belt 30. In this figure also, FB is the load acting on the lap block 10 and FS is the load acting on the shoulder body block 20 and value of both these loads is 13.5 kN.

Figure 3 shows a perspective view of the vehicle cabin 40 equipped with the seat belt anchorage of Figure 2.

Figure 4 shows a perspective view of the conventional swinging panel 12 experiencing an excessive bending movement and causing a high displacement and plastic strain in the rectangular tube (see Figure 6) which is considered as a failure in the test.

Figure 5 shows a perspective view of the conventional swinging panel 12 of Figure 4 which develops an opening 14 due to less bending resistance. The fringe levels thereof are also depicted therein.

Figure 6 shows a top view of the conventional swinging panel 12 of Figure 4 depicting a region 16 in which the plastic strain exceeds the failure strain. The Fringe levels thereof are also depicted therein.

Figure 7 shows an exploded view of an embodiment of the swinging panel assembly 50 configured in accordance with the present invention, which arrests heavy bending movement and plastic strain and reduces the displacement therein. The swinging panel assembly 50 includes a swinging panel 52 with an anchorage point 56, engine panel cross-member 54, engine panel side-member 58, a swinging panel reinforcement bracket 60, a pair of swinging panel bolting bracket 62, hinge 64

Figure 8 shows a perspective view of another embodiment of the swinging panel 50 of Fig. 7 to be CO2-welded to the modified engine cover.

Figure 9 shows a perspective view of the modified swinging panel of Fig. 8. The fringe levels thereof are also depicted therein. Here, the plastic strains are within limits and the displacement at the anchorage location is reduced by about 20-30%, preferably by 25%, e.g. from 169 mm to 129 mm.

Figure 10 shows a top view of the modified swinging panel of Fig. 8. Here, the plastic strains are within permissible limits. The fringe levels thereof are also depicted therein.

Figure 11 shows another embodiment of the modified swinging panel 50 configured in accordance with the present invention and having an additional reinforcement bracket 100 connected (CO2 welded) to the swinging panel 50 for arresting the heavy bending movement and plastic strain developed therein.

Figure 12 shows a front view of the vehicle cabin 140 equipped with the seat belt anchorage configured according to the present invention. It shows a left-hand B-pillar reinforcement bracket 102, a left-hand seat cross-member reinforcement bracket 104, a center reinforcement bracket 106, a right-hand lower seat cross-member reinforcement bracket 108, a right-hand B-pillar reinforcement bracket 110, a seat lower enclosure 112 and an inner seat mounting cross-member 114.

Table-1 below indicates the material used for making these components, their material failure limit, as well a comparison of the conventional design with these components made according to the present invention.

TABLE-1
S. No. Component Material Material Failure Limit (80% value) Max. Plastic Strain Max. Plastic Strain
Conventional Invention
102 LH B-Pillar Reinforcement Bracket IS513EDD 21.6 47.0 9.6
104 LH Lower Seat Cross-member Reinforcement Bracket IS513D 20.2 7.8 11.6
106 Center Reinforcement Bracket IS513D 20.2 19.0 16.9
108 RH Lower Seat Cross-member Reinforcement Bracket IS513D 20.2 7.3 10.7
110 RH B-Pillar Reinforcement Bracket IS513EDD 21.6 18.5 18.7
112 Seat Lower Enclosure IS513EDD 21.6 26.0 11.8
114 Seat Mounting Cross-member Inner IS513EDD 21.6 49.6 12.5

Figure 13a shows a graphical representation of the displacement of the LH and RH lap block and shoulder block for the conventional seat belt anchorage. Here, curves A and B respectively represent the resultant displacement (in mm) for RH and LH lap blocks and curves C and D respectively represent the resultant displacement (in mm) for LH and RH shoulder blocks.

Figure 13b shows a graphical representation of the displacement of the LH and RH torso block and shoulder block for the seat belt anchorage configured according to the present invention. Here, curves A and B respectively represent the resultant displacement (in mm) for LH and RH torso blocks and curves C and D respectively represent the resultant displacement (in mm) for LH and RH shoulder blocks.

Figure 14a shows a perspective view of the cabin floor depicted along with the contour plot for the floor displacement in Z direction for the floor in the vehicle cabin fitted with the conventional seat belt anchorage.

Figure 14b shows a perspective view of the cabin floor depicted along with the contour plot for the floor displacement in Z direction for the floor in the vehicle cabin fitted with the improved seat belt anchorage configured according to the present invention, which results in substantial reduction in its floor displacement in Z direction.

Figure 15a shows the vehicle cabin fitted with the seat belt anchorage configured according to the present invention and depicting the cabin floor structure thereof before the test.

Figure 15b shows an enlarged view of the vehicle cabin floor structure of Fig. 15a depicting the deformation pattern thereof after the test.

Figure 16a shows the vehicle cabin with complete floor structure before test.

Figure 16b shows an enlarged view of the vehicle cabin floor structure of Fig. 16a, depicting the deformation pattern thereof (encircled in red) after the test. This deformation pattern matches with the CAE predicted deformation pattern.

TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

The automotive seat belt anchorage with A swinging panel of high-bending resistance configured in accordance with the present invention has the following advantages:

• Swinging panel offers a higher bending resistance.

• Swinging panel supports seat belt anchorage to ensure better joinery.

• Swinging panel supports seat belt anchorage for better load transfer.

• Seat-belt anchorage has better strength for belt anchorage.

• Seat-belt anchorage has reduced deflection.

• Seat-belt anchorage has reduced displacement.

• Seat-belt anchorage complies with the regulatory safety requirements.

In the previously detailed description, different features have been summarized for improving the conclusiveness of the representation in one or more examples. However, it should be understood that the above description is merely illustrative, but not limiting under any circumstances. It helps in covering all alternatives, modifications and equivalents of the different features and exemplary embodiments.

The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept. Many other examples are directly and immediately clear to the skilled person because of his/her professional knowledge in view of the above description.

These innumerable changes, variations, modifications, alterations may be made and/or integrations in terms of materials and method used may be devised to configure, manufacture and assemble various constituents, components, subassemblies and assemblies according to their size, shapes, orientations and interrelationships. Therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments.

The exemplary embodiments described in this specification are intended merely to provide an understanding of various manners in which this embodiment may be used and to further enable the skilled person in the relevant art to practice this invention. The description provided herein is purely by way of example and illustration.

Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to implies including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.
In the claims and the description, the terms “containing” and “having” are used as linguistically neutral terminologies for the corresponding terms “comprising”.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention. Furthermore, the use of the term “one” shall not exclude the plurality of such features and components described.

Also, any reference herein to the terms ‘left’ or ‘right, ‘up’ or ‘down, or ‘top’ or ‘bottom’ are used as a matter of mere convenience and are determined by standing at the rear of the machine facing in its normal direction of travel.

The numerical values given of various physical parameters, dimensions and quantities are only approximate values and it is envisaged that the values higher or lower than the numerical value assigned to the physical parameters, dimensions and quantities fall within the scope of the disclosure unless there is a statement in the specification to the contrary.

The various features and advantageous details are explained with reference to the non-limiting embodiment/s in the above description in accordance with the present invention. The descriptions of well-known components and manufacturing and processing techniques are consciously omitted in this specification, so as not to unnecessarily obscure the specification.

Furthermore, the various components shown or described herein for any specific application of this invention can be widely known or used in the art by persons skilled in the art and each will likewise not therefore be discussed in significant detail. When referring to the figures, like parts are numbered the same in all of the figures. ,CLAIMS:We claim:

1. An automotive seat-belt anchorage with a swinging panel assembly for arresting heavy bending movement and thereby plastic strain developed and reducing the displacement and/or deflection therein, with minimal changes in the existing vehicle architecture.

2. Seat-belt anchorage as claimed in claim 1, wherein said swinging panel assembly comprises a bracket of predefined profile connected thereto.

3. Seat-belt anchorage as claimed in claim 2, wherein said bracket is connected to said swinging panel by welding.

4. Seat-belt anchorage as claimed in claim 3, wherein said bracket is welded to said swinging panel by CO2 welding.

5. Seat-belt anchorage as claimed in claim 2, wherein said bracket is connected to said swinging panel by CO2 welding.

6. Seat-belt anchorage as claimed in anyone of the claims 1 to 5, wherein said seat-belt anchorage comprises:

• a swinging panel with an anchorage point;

• a profiled reinforcement bracket welded to said swinging panel;

• an engine panel cross-member;

• an engine panel side-member;

• a pair of said swinging panel bolting brackets; and

• a pair of hinges for swivelling said swinging panel;

wherein said engine panel cross-member and said engine panel side-member are connected to said swinging panel at said anchorage point.

7. Seat-belt anchorage as claimed in claim 6, wherein said swinging panel is provided with an additional reinforcement bracket for arresting the heavy bending movement and plastic strain developed therein.

8. Seat-belt anchorage as claimed in claim 7, wherein said swinging panel substantially reduces the displacement/deflection at the anchorage location, preferably by about 20 to 30%, more preferably by 25%.

9. Seat-belt anchorage as claimed in claim 1, wherein said seat-belt anchorage comprises:

• a swinging panel with an anchorage point;

• a profiled reinforcement bracket CO2-welded to said swinging panel;

• an engine panel cross-member;

• an engine panel side-member;

• a pair of said swinging panel bolting brackets; and

• a pair of hinges for swivelling said swinging panel;

wherein said engine panel cross-member and said engine panel side-member are welded to said swinging panel at said anchorage point.

10. Seat-belt anchorage as claimed in claim 9, wherein said swinging panel assembly substantially reduces the displacement/deflection at the anchorage location thereof, preferably by about 20 to 30%, more preferably by 25%.

Dated: this day of 24th February 2017. SANJAY KESHARWANI
APPLICANT’S PATENT AGENT