Trw Occupant Restraint Systems Gmbh

Trw Repa Gmbh

Helmut Maiwald

Klaus Bohmler

Alexander Heilig

Martin Rohrle

Uwe Huber

A rotary drive for a belt tensioner comprises a housing having at least two cylindrical recesses with adjacent wall parts of the housing limiting the recesses. The recesses have at least approximately the form of circle sectors. The rotary drive further comprises a pinion mounted rotatably in the housing, and at least two rotary pistons arranged opposite one another in a respective one of the recesses. The pistons are designed as cylindrical bodies having the form of circle sectors. Each piston extends over a circle arc which is significantly less than the circle arc over which each of the recesses extends, each of the pistons having side faces limiting the circle arc. Each piston is provided with external teeth adapted to engage the pinion. A pressure space is formed between one of the side faces of each of the pistons and the wall parts delimiting the corresponding one of the recesses. The pressure space is adapted to be supplied with a pressurized gas for driving the pistons.

Rotary drive for a belt tensioner

A vehicle seat comprises a back rest with a headrest. A flexible traction element extends through the interior of the back rest and is adapted to respond to the movement of an inertial mass shifted in a rear end impact and to cause a displacement of an attachment means of the traction element on the headrest. The displacement is converted in a mechanical setting mechanism, coupled with the traction element, into a movement of the headrest toward the head of the occupant to reduce the distance between the headrest and the head of the occupant.

Vehicle seat

A headrest for a vehicle seat having a backrest comprises a frame securable to the backrest of the vehicle seat, a pad part swivably secured to the frame and a device engaging the pad part which swivels the pad part in the direction of the head of a vehicle occupant in a rear end collision. The device comprise at least one tensioned spring for storing energy. The spring is integrated in the headrest, is relaxed in the case of a rear end collision and results in a swivel movement of the pad part due to the stored energy being liberated.

Headrest for a vehicle seat

An inertial sensor for activating a vehicular passenger restraining system comprises a housing and a sensor body supported in the housing for a sliding translational movement under the action of inertial forces from a rest position to an activating position. A return spring bearing with one end at the sensor body and with the other end at the housing preloads the sensor body towards the rest position. A first one of a pair of electrical contacts is stationary and fixed in the housing. A second one of the pair of electrical contacts is a strip-shaped contact spring closely spaced from the stationary contact and mounted in the housing to be deflectable by the sensor body into contact with the stationary contact.

Electromechanical acceleration sensor

An inertial sensor for activating a vehicular passenger restraining system has a sensor body which is slidably guided translationally in a housing and preloaded in a rest position by a return spring. The sensor body includes an actuating pin for actuating a contact pair which is located in the current circuit of an electric igniter. The preloading force of the return spring is overcome by an acceleration as low as approx. 2 g. Following an initial stroke of approx. 2 mm the movement of the sensor body is counteracted by an additional spring, the spring force of which is several times that of the return spring. The subsequent actuating stroke amounts to only approx. 0.5 mm. With good reliability in preventing malactivation a fast response is achieved.

A trip device for a vehicle occupant restraint system comprises a vehicle responsive inertial mass (12) able to be moved in translation in a housing (10) against a return spring (14) between a neutral position and a trip position. An activating pin (22) is provided for activation of an impact fuse (24). To reduce the response time and to prevent an effect of the resistance to actuation of a device activated by the trip device, on the trip behavior of the trip device, the activating pin (22) is acted upon by a spring and is held in a standby position by a catch (26), a control body (16) able to be shifted in translation in the housing (10) is biased by a spring (18) into a neutral position and is functionally arranged between the inertial mass (12) and the catch means (26), and the control body (16) is able to be struck by the inertial mass (12) and on being impinged with a predetermined amount of strike energy is able to be moved out of the neutral position into a release position, in which it releases the catch (26) for release of the activating pin (22).

Trip device for a vehicle occupant restraint system

An inertial sensor for activating a vehicular passenger restraining system comprises a housing, a sensor body supported in the housing for a sliding translational movement under the action of inertial forces from a rest position to an activating position and a return spring preloading the sensor body towards the rest position. A striking pin is displaceably mounted in the housing for activation of an impact igniter. An additional spring is provided which preloads the striking pin towards the impact igniter in a direction transverse to translational movement of the sensor body. A ramp surface is provided on the housing which rises in a direction of sensor body movement towards the activating position. The striking pin has a lateral shoulder resting on the ramp surface and holding the striking pin in a rest position as long as the sensor body has not reached the activating position. The preloading force of the return spring is overcome by an acceleration as low as approximately 2 g. Following an initial stroke of approximately 2 mm, the movement of the sensor body is counteracted by the axial force component created by the spring load of the striking pin under the effect of the ramp surface. The subsequent actuating stroke amounts to only approximately 0.5 mm. With good reliability in preventing malactivation a fast response is achieved.

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Schechingen, Germany

Helmut Maiwald