JP5746728B2 - Seat belt device - Google Patents

Description

  The present invention relates to a seat belt device including a through anchor through which a webbing for restraining an occupant is inserted.

  A seat belt device is installed in a vehicle seat. The seat belt device is a safety device that restrains an occupant using webbing, and suppresses the occupant from jumping forward due to inertial force when a large deceleration acts on the vehicle due to a sudden stop or a collision.

  The webbing is drawn upward in the vehicle from the retractor winding the webbing, and is folded back downward in the vehicle through a through anchor fixed to the vehicle body. An anchor plate that is fixed to the lower part of the passenger compartment is attached to the front end of the folded webbing.

  Further, a tongue plate that is slidable on the webbing through the webbing is disposed between the through anchor and the anchor plate. Further, a buckle is provided on a side portion (vehicle center side) of the vehicle seat.

  In the seat belt device, the occupant grasps the tongue plate, pulls out the webbing from the retractor, and inserts the tongue plate into the buckle to be put on, and the occupant is restrained by the webbing.

  In such a seat belt device, there has been a problem that, in an emergency such as a vehicle collision, so-called jamming occurs in which the webbing that is rapidly wound or pulled out by the retractor is shifted to one side of the through-hole of the through anchor. . When jamming occurs, the webbing cannot be pulled out or wound smoothly.

  Patent Document 1 discloses a seat in which a convex portion or a concave portion is formed in a sliding portion which is located at the lower edge of an insertion hole of a seat belt guide anchor (corresponding to the through anchor of the present invention) and slides in contact with a webbing. A belt device is described.

  In Patent Document 1, even when the webbing tries to move in the width direction in the event of an emergency of the vehicle, friction occurs between the edge forming the convex part or the concave part of the sliding part and the webbing, and the reaction force from the edge accompanying this friction This suppresses the movement of the webbing and prevents jamming.

JP 2003-89345 A

  In the seat belt device described in Patent Document 1, a convex portion or a concave portion is formed in advance on the sliding portion of the through anchor in order to prevent jamming in an emergency of the vehicle. That is, in the above-described seat belt device, a convex portion or a concave portion is present in the sliding portion even during an emergency of the vehicle, that is, during normal use.

  For this reason, in the above-described seat belt device, the convex portion or the concave portion of the sliding portion may come into contact with the webbing even during normal use, and the webbing may not be smoothly pulled out or wound in the sliding direction.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a seat belt device that can prevent jamming in an emergency of a vehicle without hindering webbing withdrawal and winding during normal use. .

  In order to solve the above-mentioned problems, a representative configuration of a seat belt device according to the present invention is a seat belt device provided with a through anchor that is attached to a wall in a vehicle interior and that turns a belt-shaped webbing coming from a retractor back to the inside of the vehicle. The through anchor has an insertion hole through which the webbing is inserted, and a sliding part that is located at the lower edge of the insertion hole and slides in contact with the webbing. The first member and the second member are made of a different material from the first member, and the first member and the second member are alternately arranged along the lower edge of the insertion hole. Has a melting point lower than that of the material of the second member.

  In the above configuration, it is assumed that the webbing is suddenly wound or pulled out by the retractor during a vehicle emergency or the like, and a great tension is applied to the webbing inserted through the insertion hole. In this case, a large frictional force is generated between the sliding portion of the through anchor and the webbing. According to the above configuration, since the melting point of the first member of the sliding portion is lower than that of the second member, the first member is scraped more than the second member by a large frictional force, or the first member Dissolves more than the second member. Although the second member may also be scraped, the scraping amount (dissolution amount) is smaller than that of the first member. That is, the first member and the second member have a difference in scraping amount due to the difference in material, so that the first member becomes a concave portion and the second member becomes a convex portion. Since the first member and the second member are alternately arranged along the lower edge of the insertion hole in the sliding portion, a groove including the first member of the concave portion and the second member of the convex portion is formed. The For this reason, even when the webbing tries to move in the width direction in the event of an emergency of the vehicle, the movement of the webbing in the width direction is suppressed by the reaction force generated by the webbing contacting the groove. Therefore, the sliding portion in which the groove is formed can prevent jamming in which the webbing is shifted to one side of the through hole of the through anchor.

  On the other hand, when the vehicle is not in an emergency and during normal use where a large frictional force is not generated, no groove is formed in the sliding portion, and the first member and the second member are flush with each other. Therefore, during normal use, the webbing can be easily moved in the sliding direction, and the webbing can be smoothly drawn out or wound up. Therefore, according to the seat belt device of the present invention, jamming of the vehicle in an emergency can be prevented, but pulling out or winding of the webbing during normal use is not hindered.

  Another representative configuration of the seat belt apparatus according to the present invention is a seat belt apparatus provided with a through anchor that is attached to a wall in a vehicle interior and that folds a belt-shaped webbing coming from a retractor to the inside of the vehicle. Has a through hole through which the webbing is inserted and a sliding part which is located at the lower edge of the insertion hole and slides in contact with the webbing. The sliding part is different from the first member and the first member. The first member and the second member are alternately arranged along the lower edge of the insertion hole, and the material of the second member is the same as that of the first member. It is characterized by higher hardness than the material. The hardness is so-called hardness, and is a comparative value that expresses the deformation resistance of the material that appears when a hard object is pressed or dropped by the amount of permanent deformation or the height of the jump. (Exhibitor: Mechanical Engineering Handbook Basic Edition α3. Material Mechanics, P185). As this evaluation method, Brinell, Vickers, Rockwell, Shore hardness, etc. are known.

  Similarly to the above, it is assumed that a large tension is applied to the webbing inserted through the insertion hole in an emergency of the vehicle and a large frictional force is generated between the sliding portion of the through anchor and the webbing. According to the said structure, since the 2nd member of a sliding part is harder than a 1st member, it is hard to be shaved with a big frictional force, and remains as a convex part. The first member is easier to cut than the second member and becomes a recess. Since the first member and the second member are alternately arranged along the lower edge of the insertion hole in the sliding portion, a groove including the first member of the concave portion and the second member of the convex portion is formed. The The above-mentioned jamming is prevented by forming a groove in the sliding portion. On the other hand, in normal use, the groove is not formed, and the webbing can be easily moved in the sliding direction by the sliding portion formed by the first member and the second member which are flush with each other. Therefore, this seat belt device also has the same effect as described above.

  The total dimension along the lower edge of the insertion hole of the first member may be larger than the total dimension along the lower edge of the insertion hole of the second member. Moreover, the webbing width direction dimension of each 1st member along the lower edge of the insertion hole of a 1st member is good to be larger than the webbing width direction dimension of each 2nd member along the lower edge of the insertion hole of a 2nd member. As a result, when a great tension is applied to the webbing during an emergency of the vehicle and a large frictional force is generated between the sliding part of the through anchor and the webbing, the sliding part has a convex part by the second member. Rather than the concave portion formed by the first member, a wider groove is formed with the total size or each single size. In addition, the width dimension of a recessed part is 4-5 mm, and the width dimension of a convex part is 1-2 mm. With such a groove, for example, the webbing comes into contact with the bottom surface of the concave part wider than the convex part and deforms, so that the contact area between the convex part adjacent to the concave part and the webbing increases. For this reason, the webbing is difficult to move in the width direction, and jamming can be more effectively prevented.

  The sliding part is located on the front side of the vehicle, and the front part in which the boundary line between the first member and the second member is inclined with respect to the direction orthogonal to the lower edge of the insertion hole, and the vehicle It is good for the boundary line of the 1st member and the 2nd member to be located in the back side, and to include the rear part which inclines symmetrically with the boundary line of the front part. Thereby, when the above-mentioned groove is formed in the event of an emergency of the vehicle, the inclination of the groove is different between the vehicle front side and the vehicle rear side. For this reason, when the webbing tries to move to the front side of the vehicle along the width direction, for example, the inclined groove at the rear part mainly suppresses the movement of the webbing. On the other hand, when the webbing is going to move to the rear side of the vehicle along the width direction, for example, the inclined groove at the front part mainly suppresses the movement of the webbing. In this way, the sliding portion can suppress the movement of the vehicle front side and the vehicle rear side along the width direction of the webbing by the front portion and the rear portion, so that jamming can be more effectively prevented.

  The first member may be a resin, and the second member may be a metal. According to this combination, the melting point of the first member is lower than that of the second member, or the hardness of the second member is higher than that of the first member. Therefore, the first member is scraped or melted to become a concave portion and the second member becomes a convex portion in an emergency of the vehicle.

  Both the first member and the second member are made of resin, and the sliding portion may be formed by two-color molding. According to the two-color molding, the sliding portion including the first member and the second member made of different materials can be formed.

  Said 2nd member is a metal plate in which the some slit was formed at intervals, and a 1st member is good to be arrange | positioned at a slit. According to this combination, the first member can be disposed in the plurality of slits of the second member by, for example, sticking with an adhesive or the like, snap fitting, or double molding.

  ADVANTAGE OF THE INVENTION According to this invention, the seatbelt apparatus which can prevent jamming at the time of emergency of a vehicle can be provided, without the drawer | drawing-out and winding-up of webbing at the time of normal use being inhibited.

1 is a diagram illustrating a part of a vehicle to which a seat belt device according to an embodiment of the present invention is applied. It is a figure which expands and shows the through anchor applied to the seatbelt apparatus of FIG. It is a figure which shows the shape change in the time of emergency of the vehicle of the through anchor of FIG. It is a figure which illustrates the state in which webbing is contacting the through anchor of FIG. It is a figure which expands and shows the through anchor of a comparative example. It is a figure which expands and shows a part of other through anchor applied to the seatbelt apparatus of FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a diagram illustrating a part of a vehicle 110 to which a seat belt device 100 according to an embodiment of the present invention is applied. In the drawing, the seat belt device 100 is shown together with a vehicle seat 120 which is a right front seat in the vehicle 110.

  The vehicle 110 includes, for example, a seat belt device 100, a vehicle seat 120, a side door 130 positioned on the vehicle exterior side of the vehicle seat 120, and a center pillar 140. The center pillar 140 is a part of a wall portion in the vehicle interior and is located on the vehicle rear side of the side door 130.

  The seat belt device 100 is a safety device installed on the vehicle seat 120 and restrains the occupant to the vehicle seat 120 using a belt-like webbing 150 for restraining the occupant. Although not shown, the seat belt device 100 includes a pretensioner that rapidly winds the webbing 150 in the event of a vehicle emergency. The seat belt device 100 is also provided with an energy absorption mechanism as necessary. The webbing 150 is wound up or pulled out by a retractor 160 located in the lower part of the vehicle, and is turned back from the center pillar 140 side (vehicle body side) to the vehicle inner side through the through anchor 170. The through anchor 170 is rotatably fixed to the upper portion of the center pillar 140 by, for example, a bolt 172.

  An anchor plate 180 is stitched to the end portion of the webbing 150 folded back by the through anchor 170. Although the anchor plate 180 is not fixed in the drawing, it is actually attached to the lower side of the vehicle body between the side door 130 and the vehicle seat 120 with a bolt or the like. Between the through anchor 170 and the anchor plate 180, there is provided a tongue plate 190 through which the webbing 150 is inserted and slidable on the webbing 150.

  In the seat belt device 100, the occupant grips the tongue plate 190, and the tongue plate 190 is inserted into a buckle 192 attached to the center of the vehicle, and the occupant is restrained by the webbing 150.

  FIG. 2 is an enlarged view of the through anchor 170 applied to the seat belt device 100 of FIG. FIG. 2A is a perspective view of the through anchor 170 during normal use. FIG.2 (b) is AA sectional drawing of Fig.2 (a). The normal use includes, for example, a case where the occupant pulls out the webbing 150 to restrain himself / herself, or the webbing 150 is pulled out or taken up at a normal speed by the retractor 160 during driving. .

  The through anchor 170 includes an insert fitting 200 and a coating resin 202 as shown in FIG. The insert fitting 200 is, for example, a metal plate formed by punching, and a bolt hole 204 through which the bolt 172 is inserted is formed on the upper portion so as to fix the through anchor 170 with respect to the vehicle body. Yes. An insertion hole 206 through which the webbing 150 is inserted is formed in the lower part of the insert fitting 200. The coating resin 202 is molded and integrated with the insert fitting 200, for example.

  Further, the through anchor 170 has a sliding portion 208 located at the lower edge of the insertion hole 206. The webbing 150 indicated by an imaginary line in the figure coming from the retractor 160 comes into contact with and slides on the sliding portion 208. The sliding direction of the webbing 150 here is the normal drawing or winding direction indicated by the arrow in the drawing. Further, the sliding direction and the width direction of the webbing 150 are substantially orthogonal. Further, the width direction of the webbing 150 is along the longitudinal direction of the vehicle as shown in the figure, and substantially coincides with the longitudinal direction of the insertion hole 206 of the through anchor 170 or the direction along the lower edge of the insertion hole 206.

  The sliding portion 208 includes a first member 210 and a second member 212 as shown in FIG. The first member 210 and the second member 212 are alternately arranged in a cross-sectional view along the width direction of the webbing 150, for example, the longitudinal direction of the insertion hole 206. Specifically, the second member 212 includes second members 212a to 212g arranged at predetermined intervals from the vehicle front side to the vehicle rear side in the AA cross section. The second member 212 is a base member of the sliding portion 208. The first member 210 includes first members 210a to 210f disposed between the second members 212a to 212g, respectively.

  Further, the first member 210 and the second member 212 are flush with each other as shown in the figure. As described above, the first member 210 and the second member 212 are alternately arranged on the same plane along the lower edge of the insertion hole 206. For this reason, the sliding part 208 consisting of the first member 210 and the second member 212 forms a smooth surface during normal use.

  Further, the first member 210 and the second member 212 are formed of different materials. The material of the first member 210 has a lower melting point than the material of the second member 212. As an example, the material of the first member 210 may be polyacetal (POM material), polyamide (PA material), polypropylene (PP material), or the like.

  The material of the second member 212 is a POM material having a melting point higher than that of the first member 210, polycarbonate (PC), styrene / acrylonitrile / butadiene (ABS), ethylene tetrafluoride / hexafluoropropylene co-polymer. Heat-resistant resin materials such as coalescence (FEP), polybutylene terephthalate (PBT), polyphenylene sulfide (PPS), phenol resin (PF), epoxy resin (EP), stainless steel (SUS), high-tensile steel, boron steel, carbon steel And other metals such as aluminum alloys.

  Next, with reference to FIG. 3 and FIG. 4, the seat belt device 100 in an emergency of the vehicle will be described. FIG. 3 is a diagram showing a shape change of the through anchor 170 of FIG. 2 in an emergency of the vehicle. FIG. 3A is a perspective view of the through anchor 170 when the vehicle is in an emergency. FIG.3 (b) is BB sectional drawing of Fig.3 (a). FIG. 4 is a diagram illustrating a state in which the webbing 150 is in contact with the through anchor 170 of FIG. 3.

  In the seat belt device 100, the webbing 150 is suddenly wound or pulled out by the retractor 160 in the event of an emergency of the vehicle, and a great tension is applied to the webbing 150 inserted through the insertion hole 206. In FIG. 3A, the rapid winding of the webbing 150 is indicated by an arrow as the winding at the time of PT by the pretensioner, and the rapid pulling of the webbing 150 is indicated by the arrow as the pulling at the time of EA by the energy absorbing mechanism. Is shown. In such a case, in the seat belt device 100, a large frictional force is generated between the sliding portion 208 of the through anchor 170 and the webbing 150.

  Since the first member 210 of the sliding portion 208 is made of a material having a melting point lower than that of the second member 212, the first member 210 is scraped (or melted) by a large frictional force generated in an emergency of the vehicle. On the other hand, the second member 212 of the sliding portion 208 is made of a material having a melting point higher than that of the first member 210, so that the scraping amount (dissolution amount) is smaller than that of the first member 210.

  That is, the first member 210 and the second member 212 that are alternately arranged on the same plane along the lower edge of the insertion hole 206 have a difference in scraping amount due to a difference in material. As a result, irregularities appear on the sliding portion 208 of the through anchor 170 in the event of a vehicle emergency, as shown in FIG. For example, the front side groove part 214 located in the vehicle front side shown in FIG. 3A and the rear side groove part 216 located in the vehicle rear side are formed. In the drawing, an example in which no groove is formed near the center of the sliding portion 208 located between the front groove portion 214 and the rear groove portion 216 is shown, but the present invention is not limited to this. The first member 210 and the second member 212 may be arranged so that a groove is appropriately formed near the center of 208.

  As shown in FIG. 3B, the rear groove 216 includes concave portions 218a to 218f and convex portions 220a to 220g. The recesses 218a to 218f are formed by scraping the first members 210a to 210f shown in FIG. The convex portions 220 a to 220 g are portions that remain because the second members 212 a to 212 g shown in FIG. 2B are not easily scraped by the frictional force with the webbing 150.

  Here, the width dimension La along the width direction of the webbing 150 of the recess 218a shown here is preferably 4 to 5 mm, and the width dimension Lb of the protrusion 220b is preferably 1 to 2 mm. Depending on conditions, the width La may be as wide as 20 mm or more. In that case, the width dimension Lb of the convex part 220b may be provided at only a few places in the order of several mm to 5 mm.

  Further, the depth of the concave portion 218a shown as a representative depends on the frictional force with the webbing 150, and if the frictional force is large, the depth Lc may be cut to the maximum. The maximum depth Lc of the recess 218a is preferably 1 mm. Although the vicinity of the corner of the bottom of each recess 218a and the vicinity of the top of each protrusion 220b are shown to be angular in FIG. 3B, in reality, the webbing 150 is deformed. As a result, the corner becomes a smooth corner R shape.

  Thus, when a large frictional force is generated on the sliding portion 208 of the through anchor 170 with the webbing 150 in the event of an emergency of the vehicle, the convex portion 220b formed by the single second member 212b to 212f. The rear grooves 216 are formed so that the recesses 218a to 218f are wider than the first members 210a to 210f. Therefore, in the rear side groove part 216, the total width dimension of the recessed parts 218a-218f becomes larger than the total width dimension of the convex parts 220b-220f.

  As shown in FIG. 4, the rear groove portion 216 has concave portions 218 a to 218 f wider than the convex portions 220 b to 220 f even when the webbing 150 tries to move forward in the width direction in the event of a vehicle emergency. The webbing 150 comes into contact with the bottom surface of the sheet and deforms. Moreover, the edge which contacts the webbing 150 among the convex parts 220a to 220g is somewhat scraped if the frictional force of the webbing 150 is large. Further, the bottom corners of the recesses 218a to 218f include a portion where the webbing 150 does not come in contact, and includes portions 219a to 219f that remain uncut as shown in FIG.

  Due to the recesses 218a to 218f including the portions 219a to 219f and the protrusions 220a to 220g, the rear groove 216 has a large contact area with the webbing 150. In particular, the webbing 150 is restrained from moving in the width direction by a reaction force F representatively generated by contacting the edges of the convex portions 220a to 220f on the vehicle rear side. Although not illustrated in the front groove portion 214, a groove including a concave portion wider than the convex portion is formed in the same manner as the rear groove portion 216, and movement of the webbing 150 in the width direction is suppressed. In this way, the sliding portion 208 of the through anchor 170 prevents jamming in which the webbing 150 is shifted to one side of the insertion hole 206 of the through anchor 170 in an emergency of the vehicle.

  Returning again to FIG. The front groove 214 and the rear groove 216 are symmetrically inclined with respect to the sliding direction of the webbing 150 or the direction perpendicular to the lower edge of the insertion hole 206. That is, as shown in FIG. 3A, the front groove portion 214 and the rear groove portion 216 approach the center of the sliding portion 208 toward the vehicle inner side with respect to the direction orthogonal to the lower edge of the insertion hole 206. Further, each is inclined by an inclination angle θ1. In addition, the chain line in the figure which makes the direction orthogonal to the lower edge of the insertion hole 206 and the inclination angle θ1 represents the boundary line between the first member 210 and the second member 212 included in the front groove portion 214 and the rear groove portion 216, respectively. Show.

  For this reason, in the sliding portion 208 of the through anchor 170, when the webbing 150 tries to move forward in the width direction, for example, the rear groove 216 mainly suppresses the movement of the webbing 150, and the webbing 150 When trying to move to the rear side of the vehicle, the front groove 214 and the rear groove 216 can each have a role, for example, the front groove 214 mainly suppresses the movement of the webbing 150.

  In this way, the sliding portion 208 of the through anchor 170 can suppress the movement of the vehicle front side and the vehicle rear side along the width direction of the webbing 150 by the front groove portion 214 and the rear groove portion 216. To prevent more. The inclination angles of the front groove 214 and the rear groove 216 may be changed for each vehicle layout. In this case, for example, the inclination angle may be set such that the reaction force F shown in FIG.

  FIG. 5 is an enlarged view of the through anchor 10 of the comparative example. The through anchor 10 differs from the through anchor 170 of the present embodiment in that a groove is not formed in the sliding portion 30 located at the lower edge of the insertion hole 20 in the event of a vehicle emergency.

  When the webbing 40 inserted through the through anchor 10 of the comparative example is suddenly pulled out by a retractor (not shown here), the webbing 40 is shifted to one side (front of the vehicle) of the insertion hole 30 as shown. Thus, in the through anchor 10 of the comparative example, since the groove is not formed on the surface of the sliding portion 30, the webbing 150 is easy to move in the width direction, and it is difficult to prevent jamming in an emergency of the vehicle. It is.

  On the other hand, in the seat belt device 100 according to the present embodiment, when a large frictional force is generated between the sliding portion 208 of the through anchor 170 and the webbing 150 in a vehicle emergency or the like, The first member 210 and the second member 212, which are alternately arranged along the same plane, have a difference in scraping amount due to a difference in material. Thus, a groove is formed in the sliding portion 208 of the through anchor 170 so that the first member 210 is a concave portion and the second member 212 is a convex portion.

  For this reason, in the sliding portion 208 of the through anchor 170, even when the webbing 150 tries to move in the width direction in an emergency of the vehicle, the width direction of the webbing 150 is caused by the reaction force generated by the webbing 150 coming into contact with the groove. The movement to is suppressed and jamming can be prevented. On the other hand, when the vehicle is not in an emergency and during normal use where a large frictional force is not generated, no groove is formed in the sliding portion 208, and the first member 210 and the second member 212 are substantially flush with each other. ing. Therefore, during normal use, the webbing 150 can be easily moved in the sliding direction, and can be smoothly pulled out or taken up.

  Therefore, in the seat belt device 100, jamming in an emergency of the vehicle can be prevented without hindering the pulling out and winding of the webbing 150 during normal use. In addition, the seat belt device 100 with good pullability of the webbing 150 during normal use is in line with market needs and is expected to have an economic effect.

  Moreover, in the said embodiment, although the material of the 1st member 210 used as a recessed part at the time of the vehicle emergency in the sliding part 208 of the through anchor 170 assumed that melting | fusing point was lower than the material of the 2nd member 212 used as a convex part, It is not limited to this. As an example, the material of the second member 212 may be higher in hardness than the material of the first member 210.

  In this way, when a large frictional force is generated between the sliding portion 208 of the through anchor 170 and the webbing 150 in an emergency of the vehicle, the second member 212 of the sliding portion 208 is more than the first member 210. It is hard to be cut because of its high hardness, and remains as a convex part. On the other hand, since the first member 210 has a lower hardness than the second member 212, the first member 210 is easily scraped and becomes a recess. In general, the hardness has a correlation with the wear resistance. For example, the higher the hardness, the higher the wear resistance, and the lower the hardness, the lower the wear resistance.

  Accordingly, as shown in FIGS. 3A and 3B, the sliding portion 208 is formed with a front groove portion 214 and a rear groove portion 216 made of a concave portion and a convex portion. In addition, jamming of the webbing 150 in an emergency of the vehicle can be prevented. In addition, during normal use, these groove portions are not formed, and the webbing 150 can be easily moved in the sliding direction by the sliding portion 208 having a smooth surface shown in FIG.

  As a combination of the first member 210 and the second member 212, the material of the first member 210 may be resin, and the material of the second member 212 may be metal. According to this combination, the melting point of the first member 210 is lower than that of the second member 212, or the hardness of the second member 212 is higher than that of the first member 210. Accordingly, the first member 210 can be scraped or melted to form a concave portion, the second member 212 can be a convex portion, and the sliding portion 208 having the concave portion and the convex portion can be formed in an emergency of the vehicle.

  The material of the first member 210 and the second member 212 may be resin. In this case, the sliding portion 208 can be formed to include the first member 210 and the second member 212 made of resin of different materials by using two-color molding.

  Alternatively, the second member 212 may be a metal plate having a plurality of slits formed at intervals, and the first member 210 made of, for example, resin may be disposed in the slit of the second member 212. According to this combination, for example, the first member 210 is disposed in the slit of the second member 212 by using adhesive bonding or the like, snap fitting, or double molding in which molding is performed in two steps. it can.

  Moreover, about the material of the 1st member 210 and the 2nd member 212, you may consider not only melting | fusing point and hardness but machinability. In other words, the material of the first member 210 may have higher machinability than the material of the second member 212. It should be noted that the machinability is the ease of cutting. For example, a material with higher wear resistance is harder to be cut, so the machinability is lower, and a material with lower wear resistance is easier to be cut, so it can be said that the machinability is higher.

  Moreover, in the said embodiment, as shown in FIG.2 (b) and FIG.3 (b), the 2nd member 212 used as the base member of the sliding part 208 becomes convex part 220a-220g at the time of a vehicle emergency, and 2nd Although the first member 210 arranged alternately on the member 212 is configured to be the recesses 218a to 218f, the present invention is not limited to this.

  FIG. 6 is an enlarged view showing a part of another through anchor applied to the seat belt device 100 of FIG. 1. 6 (a) and 6 (b) show cross sections of the through-anchor sliding portion 208A during normal use and emergency of the vehicle, respectively, and are shown in FIGS. 2 (b) and 3 (b). Each corresponds.

  The through-anchor sliding portion 208A includes a first member 210A and a second member 212A, and their arrangement is opposite to the arrangement of the first member 210 and the second member 212 of the sliding portion 208.

  That is, as shown in FIG. 6A, the through-anchor sliding portion 208A has a configuration in which the first member 210A is a base member and the second member 212A is disposed on the base member. In such a sliding portion 208A, as shown in FIG. 6B, concave portions 226a to 226g and convex portions 228a to 228f are formed in an emergency of the vehicle. The recesses 226a to 226g are formed by cutting the first members 222a to 222g, which are base members, in an emergency. The convex portions 228a to 228f are formed by leaving the second members 224a to 224f arranged on the base member difficult to be cut.

  Therefore, in the through-anchor sliding portion 208A, as in the case of the through-anchor 170, the first member 210A and the second member 212A that are flush with each other during normal use of the vehicle do not hinder the drawing or winding of the webbing 150. In an emergency, the concave portions 226a to 226g and the convex portions 228a to 228f are formed, so that jamming can be prevented.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to the example which concerns. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Understood.

  Moreover, although the example which applied the seatbelt apparatus 100 concerning this invention to the motor vehicle was demonstrated in the said embodiment, it is also possible to apply to an aircraft, a ship, etc. besides a motor vehicle, and obtains the same effect. Can do.

  INDUSTRIAL APPLICABILITY The present invention can be used for a seat belt device including a through anchor through which a webbing for restraining passengers is inserted.

DESCRIPTION OF SYMBOLS 100 ... Seat belt apparatus, 110 ... Vehicle, 120 ... Vehicle seat, 130 ... Side door, 140 ... Center pillar, 150 ... Webbing, 160 ... Retractor, 170 ... Through anchor, 172 ... Bolt, 180 ... Anchor plate, 190 ... Tangue plate, 192 ... Buckle, 200 ... Insert metal fitting, 202 ... Cover resin, 204 ... Bolt hole, 206 ... Insertion hole, 208 ... Sliding part, 210, 210a-210f ... First member, 212, 212a-212g ... First Two members, 214 ... front side groove part, 216 ... rear side groove part, 218a to 218f ... concave part, 220a to 220g ... convex part

Claims (10)

A seat belt device provided with a through anchor that is attached to a wall of a vehicle interior and folds a belt-shaped webbing coming from a retractor inside the vehicle,
The through anchor is
An insertion hole for inserting the webbing;
A sliding part located at the lower edge of the insertion hole, and the webbing contacts and slides;
The sliding portion is
A first member;
The first member and the second member made of a different material,
The first member and the second member are alternately arranged along the lower edge of the insertion hole,
The material of the first member, rather a low melting point than the material of the second member,
The total dimension along the lower edge of the insertion hole of the first member is a seat belt apparatus, wherein the size Ikoto than total dimension along the lower edge of the insertion hole of the second member. A seat belt device provided with a through anchor that is attached to a wall of a vehicle interior and folds a belt-shaped webbing coming from a retractor inside the vehicle,
The through anchor is
An insertion hole for inserting the webbing;
A sliding part located at the lower edge of the insertion hole, and the webbing contacts and slides;
The sliding portion is
A first member;
The first member and the second member made of a different material,
The first member and the second member are alternately arranged along the lower edge of the insertion hole,
The material of the first member has a lower melting point than the material of the second member,
The webbing width direction dimension of each first member along the lower edge of the insertion hole of the first member is larger than the webbing width direction dimension of each second member along the lower edge of the insertion hole of the second member. A seat belt device characterized by the above. A seat belt device provided with a through anchor that is attached to a wall of a vehicle interior and folds a belt-shaped webbing coming from a retractor inside the vehicle,
The through anchor is
An insertion hole for inserting the webbing;
A sliding part located at the lower edge of the insertion hole, and the webbing contacts and slides;
The sliding portion is
A first member;
The first member and the second member made of a different material,
The first member and the second member are alternately arranged along the lower edge of the insertion hole,
The material of the first member has a lower melting point than the material of the second member,
The sliding portion is
A front portion that is located on the vehicle front side and in which a boundary line between the first member and the second member is inclined with respect to a direction orthogonal to a lower edge of the insertion hole;
A seatbelt device, wherein the seatbelt device is located on the vehicle rear side and includes a rear portion in which a boundary line between the first member and the second member is inclined symmetrically with the boundary line of the front portion . A seat belt device provided with a through anchor that is attached to a wall of a vehicle interior and folds a belt-shaped webbing coming from a retractor inside the vehicle,
The through anchor is
An insertion hole for inserting the webbing;
A sliding part located at the lower edge of the insertion hole, and the webbing contacts and slides;
The sliding portion is
A first member;
The first member and the second member made of a different material,
The first member and the second member are alternately arranged along the lower edge of the insertion hole,
The seat belt device according to claim 1, wherein a material of the second member is higher in hardness than a material of the first member. The seat belt according to claim 4 , wherein a total dimension along a lower edge of the insertion hole of the first member is larger than a total dimension along a lower edge of the insertion hole of the second member. apparatus. The webbing width direction dimension of each first member along the lower edge of the insertion hole of the first member is larger than the webbing width direction dimension of each second member along the lower edge of the insertion hole of the second member. The seatbelt device according to claim 4 or 5 , characterized in that. The sliding portion is
A front portion that is located on the vehicle front side and in which a boundary line between the first member and the second member is inclined with respect to a direction orthogonal to a lower edge of the insertion hole;
Be located on the vehicle rear side, according to claim 4 wherein the boundary between the first member and said second member, which comprises a rear portion is inclined above and symmetrically front border The seat belt device according to any one of 1 to 6 . The first member is a resin;
The seat belt device according to any one of claims 1 to 7 , wherein the second member is a metal. The first member and the second member are both resin,
The seat belt device according to any one of claims 1 to 7 , wherein the sliding portion is formed by two-color molding. The second member is a metal plate in which a plurality of slits are formed at intervals.
The seat belt device according to any one of claims 1 to 7 , wherein the first member is disposed in the slit.

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