Abstract:
An apparatus includes a vehicle seat ( 10 ) having a tubular seat frame ( 60 ) defining a fluid manifold ( 66 ). The apparatus also includes at least two deployable vehicle occupant protection devices ( 120, 130, 140, 142 ) for helping to protect a vehicle seat occupant from injury in the event of a vehicle collision. The protection devices ( 120, 130, 140, 142 ) are spaced apart from each other. The protection devices ( 120, 130, 140, 142 ) are in fluid communication with the fluid manifold ( 66 ) and are deployable by fluid directed into the protection devices from the fluid manifold. A single actuatable device ( 150 ) provides pressurized fluid for deploying one or more of the protection devices ( 120, 130, 140, 142 ). The actuatable device ( 150 ) is in fluid communication with the fluid manifold ( 66 ).

Description:
TECHNICAL FIELD 
     The present invention relates to a vehicle seat, and is particularly directed to a vehicle safety seat for helping to protect a vehicle seat occupant from injury in the event of a vehicle collision. 
     BACKGROUND OF THE INVENTION 
     A typical vehicle seat includes a seat cushion and a seat back which projects upward from the seat cushion. The seat cushion and the seat back include padding and a covering, such as cloth or leather, which are supported by metal framework inside the vehicle seat. The framework can also be used to mount vehicle occupant protection devices. 
     Various protection devices are known for helping to protect an occupant of a vehicle seat from injury in the event of a vehicle collision. Known protection devices include front impact air bags, seat belt webbing pretensioners, inflatable knee bolsters, side impact air bags and side curtains, and rear impact or whiplash protection air bags that inflate to support the head of the vehicle seat occupant. Each of these known protection devices is deployed or inflated using pressurized fluid from an actuatable device, such as an inflator. Typically, each of the aforementioned protection devices has a separate inflator, although it is known to use a single inflator with more than one protection device. 
     SUMMARY OF THE INVENTION 
     The present invention is an apparatus comprising a vehicle seat having a tubular seat frame defining a fluid manifold. The apparatus also comprises at least two deployable vehicle occupant protection devices for helping to protect a vehicle seat occupant from injury in the event of a vehicle collision. The at least two protection devices are spaced apart from each other. The at least two protection devices are in fluid communication with the fluid manifold and are deployable by fluid directed into the at least two protection devices from the fluid manifold. A single actuatable device provides pressurized fluid for deploying one or more of the at least two protection devices. The actuatable device is in fluid communication with the fluid manifold. 
     In accordance with a feature of the present invention, the apparatus further comprises at least one controllable valve disposed within the fluid manifold for selectively permitting the flow of fluid from the actuatable device to one or more of the at least two protection devices. 
     In accordance with another feature of the present invention, the at least two protection devices include a seat belt webbing pretensioner located adjacent the vehicle seat. 
     In accordance with yet another feature of the present invention, the at least two protection devices include a side impact air bag mounted in the vehicle seat. 
     In accordance with still another feature of the present invention, the at least two protection devices include at least one whiplash protection air bag mounted atop the vehicle seat. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The foregoing and other features of the present invention will become apparent to those skilled in the art to which the present invention relates upon reading the following description with reference to the accompanying drawings, in which: 
     FIG. 1 is a schematic plan view of a vehicle seat illustrating occupant protection devices associated with the vehicle seat; 
     FIG. 2 is a schematic perspective view of the vehicle seat of FIG. 1 with parts omitted for clarity; and 
     FIG. 3 is a schematic perspective view similar to FIG. 2 illustrating the occupant protection devices in a deployed condition. 
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     The present invention relates to a vehicle seat, and is particularly directed to a vehicle safety seat for helping to protect a vehicle seat occupant from injury in the event of a vehicle collision. As representative of the present invention, FIG. 1 schematically illustrates a vehicle seat  10 . 
     The vehicle seat  10  has a seat cushion  12 , a seat back  14 , and a head rest  16 . The seat cushion  12  includes padding (not shown) and an outer cover  18  (FIG.  3 ), such as cloth or leather, which covers the padding. The seat cushion  12  has oppositely disposed first and second side edges  20  and  22 , a front edge  24 , a rear edge  26 , and an upper surface  28  upon which a vehicle occupant sits. The seat back  14  has oppositely disposed first and second side edges  30  and  32 , a front surface  34  against which the torso of a vehicle occupant rests, and an upper edge  36  from which the head rest  16  telescopically projects. 
     A three-point continuous loop seat belt system  40  (FIG. 1) is provided for helping to restrain an occupant of the vehicle seat  10 . The seat belt system  40  includes a length of seat belt webbing  42  extensible about the vehicle occupant. One end of the length of seat belt webbing  42  is anchored to the vehicle body at an anchor point  44 , while the opposite end of the seat belt webbing is attached to a seat belt webbing retractor  46 . Intermediate its ends, the seat belt webbing  42  passes through a tongue assembly  48  and a D-ring  50  located above the retractor  46 . The tongue assembly  48  is connectable with a buckle  52 , which is secured to the vehicle body in a manner not shown. When the tongue assembly  48  is connected with the buckle  52  as shown in FIG. 1, the length of seat belt webbing  42  is divided into a torso portion  54 , which extends across the torso of the occupant, and a lap portion  56 , which extends across the lap of the occupant. 
     The vehicle seat  10  includes a tubular seat frame  60 , which supports the seat cushion  12  and the seat back  14 . The seat frame  60  is secured to the vehicle floor in a manner not shown. A first portion  62  of the seat frame  60  is located within the seat cushion  12  and a second portion  64  of the seat frame is located within the seat back  14 . The first and second portions  62  and  64  of the tubular seat frame  60  define a fluid manifold  66  extending inside the seat cushion  12  and the seat back  14  of the vehicle seat  10 . 
     The seat frame  60  includes first and second L-shaped manifold members  68  and  70  (FIG.  2 ). The second manifold member  70  is defined by upper and lower legs  72  and  74 . The lower leg  74  of the second manifold member  70  extends along the second side edge  22  of the seat cushion, while the upper leg  72  of the second manifold member extends along the second side edge  32  of the seat back  14 . Similarly, the first manifold member  68  is defined by upper and lower legs  76  and  78 . The lower leg  78  of the first manifold member  68  extends along the first side edge  20  of the seat cushion  12 , while the upper leg  76  of the first manifold member extends along the first side edge  30  of the seat back  14 . The upper leg  76  of the first manifold member  68  includes an array of fluid outlet openings  80 . 
     The seat frame  60  further includes a connecting manifold member  90 , an upper manifold branch  92 , and a lower manifold branch  94 . The connecting manifold member  90  extends transversely along the rear edge  26  of the seat cushion  12  and provides fluid communication between the lower legs  78  and  74  of the first and second manifold members  68  and  70 , respectively. The upper manifold branch  92  extends transversely along the upper edge  36  of the seat back  14 . The upper manifold branch  92  is connected to the upper legs  76  and  72  of both the first and second manifold members  68  and  70 , respectively, but is in fluid communication with only the second manifold member  70 . The junction of the upper manifold branch  92  and the upper leg  76  of the first manifold member  68  is blocked off to prevent fluid flow between the upper manifold branch and the upper leg of the first manifold member. 
     The upper manifold branch  92  includes first and second diffuser portions  96  and  98  disposed on either side of the head rest  16  on the seat back  14 . The diffuser portions  96  and  98  project away from the front surface  34  of the seat back  14 . Each of the first and second diffuser portions  96  and  98  has a plurality of fluid exit openings  100 . 
     The lower manifold branch  94  extends transversely along the front edge  24  of the seat cushion  12 . The lower manifold branch  94  is attached to the lower legs  78  and  74  of both the first and second manifold members  68  and  70 , respectively, but is in fluid communication with only the first manifold member  68 . The junction of the lower manifold branch  94  and the lower leg  74  of the second manifold member  70  is blocked off to prevent fluid flow between the lower manifold branch and the lower leg of the second manifold member. The lower manifold branch  94  includes a plurality of fluid vent openings  102 . 
     The vehicle seat  10  includes three electrically controllable valves located in the tubular seat frame  60 . A first valve  110  is positioned within the upper leg  72  of the second manifold member  70 . The first valve  110  is operable to prevent or permit a controlled fluid flow through the upper leg  72  of the second manifold member  70  and into the upper manifold branch  92 . A second valve  112  is positioned within the upper leg  76  of the first manifold member  68 . The second valve  112  is operable to prevent or permit a controlled fluid flow into the upper leg  76  of the first manifold member  68 . A third valve  114  is positioned within the lower leg  78  of the first manifold member  68 . The third valve  114  is operable to prevent or permit a controlled fluid flow through the lower leg  78  of the first manifold member  68  and into the lower manifold branch  94 . 
     The vehicle seat  10  further includes a plurality of vehicle occupant protection devices for helping to protect an occupant of the vehicle seat from injury in the event of a vehicle collision. Each of the plurality of protection devices is in fluid communication with the fluid manifold  66  defined by the tubular seat frame  60  and is deployable by pressurized fluid. The plurality of protection devices includes a seat belt webbing pretensioner  120 , an inflatable side impact air bag  130  (FIG.  3 ), and inflatable first and second rear impact (or whiplash protection) air bags  140  and  142 . 
     The seat belt webbing pretensioner  120  is of known construction and is located adjacent the second side edge  22  of the seat cushion  12 . A fluid conduit  122  connects the pretensioner  120  with the lower leg  74  of the second manifold member  70 . As is known in the art, when fluid under pressure is applied to the pretensioner  120 , a piston (not shown) inside the pretensioner moves in the direction of arrow A in FIG.  3 . Movement of the piston causes the buckle  52  and the tongue assembly  48 , which are attached to the piston, to move downward in the direction of arrow B in FIG.  3 . This downward movement of the buckle  52  pulls out slack in the length of seat belt webbing  42  so that the seat belt webbing can better restrain the occupant of the vehicle seat  10 . 
     The side impact air bag  130  is of known construction and is stowed within a housing  132  (FIG. 1) secured to the upper leg  76  of the first manifold member  68  inside the seat back  14 . The housing  132  is secured over the array of fluid outlet openings  80  in the upper leg  76  of the first manifold member  68  so that pressurized fluid in the upper leg is directed into the side impact air bag  130  through the array of fluid outlet openings. The side impact air bag  130 , when inflated by pressurized fluid, emerges from the housing  132  in the seat back  14  through a predefined tear seam (not shown) in the outer cover  18  of the seat back. The fully inflated side impact air bag  130  extends toward the front of the vehicle seat  10  and lies parallel to the first side edge  20  of the seat cushion  12 , as is shown in FIG.  3 . 
     The first and second rear impact air bags  140  and  142  are of known construction and are stowed within first and second housings  144  and  146  (FIG.  1 ), respectively, in the seat back  14 . The first housing  144  is secured to the first diffuser portion  96  and extends over the plurality of fluid exit openings  100  in the first diffuser portion. Pressurized fluid in the upper manifold branch  92  is directed into the first rear impact air bag  140  through the fluid exit openings  100 . Similarly, the second housing  146  is secured to the second diffuser portion  98  and extends over the plurality of fluid exit openings  100  in the second diffuser portion. Pressurized fluid in the upper manifold branch  92  is directed into the second rear impact air bag  142  through the fluid exit openings  100 . The rear impact air bags  140  and  142 , when inflated by pressurized fluid in the upper manifold branch  92 , emerge from the upper edge  36  of the seat back  14  through predefined tear seams (not shown) in the outer cover  18  of the seat back. The fully inflated rear impact air bags  140  and  142  project upward alongside the head rest  16  and also extend toward the front of the vehicle seat  10 , as is shown in FIG.  3 . 
     The vehicle seat  10  further includes a single actuatable inflator  150  for providing pressurized fluid to one or more of the aforementioned protection devices. In accordance with a preferred embodiment of the invention, the inflator  150  comprises a cold stored gas inflator known in the art. The inflator  150  is mounted in the seat cushion  12  and is in fluid communication with the connecting manifold member  90  of the seat frame through a supply conduit  152  (FIG.  2 ). 
     The inflator  150  and the valves  110 ,  112  and  114  in the seat frame  60  are electrically connected to a controller  160  (FIG.  1 ). The controller  160  is also electrically connected with a plurality of sensors in the vehicle, such a side impact collision sensor  162 , a frontal impact sensor  164 , and a rear impact sensor  166 . The controller  160  is operable to receive electrical signals from the sensors  162 ,  164  and  166  and to actuate the inflator  150  based on the electrical signals received from the sensors. Further, the controller  160  is operable to open or close each of the valves  110 ,  112  and  114  based on the electrical signals received from the sensors  162 ,  164  and  166 . 
     For example, in the event that a side impact collision is detected by the side impact sensor  162 , an electrical signal indicative of the side impact collision is sent to the controller  160  by the side impact sensor. The controller  160  provides electrical signals which cause the first and second valves  110  and  112  to be opened and the third valve  114  to be shut. The controller  160  also provides a signal that causes the inflator  150  to actuate and begin releasing stored pressurized gas through the supply conduit  152  and into the connecting manifold member  90 . The pressurized gas flows through the connecting manifold member  90  and into the first and second manifold members  68  and  70 . 
     With the second valve  112  open, the gas in the first manifold member  68  flows into the upper leg  76  in the direction of arrow C in FIG.  3 . The gas is then directed into the side impact air bag  130  through the gas outlet openings  80 , causing the side impact air bag to inflate. The inflating side impact air bag  130  deploys out of the first side edge  30  of the seat back  14  and into the position shown in FIG. 3 to help prevent injury to the torso of the occupant of the vehicle seat  10 . Because the third valve  114  is closed, the flow of gas through the lower leg  78  of the first manifold member  68  and into the lower manifold branch  94  is prevented. 
     Since the first valve  110  is open, the pressurized gas also flows into the upper leg  72  of the second manifold member  70  in the direction of arrow D in FIG.  3 . The gas then flows into the upper manifold branch  92  and is directed through the gas exit openings  100  in the diffuser portions  96  and  98  into the rear impact air bags  140  and  142 , causing the rear impact air bags to inflate. The inflating rear impact air bags  140  and  142  deploy out of the upper edge  36  of the seat back  14  and into the respective positions shown in FIG. 3 to help prevent injury to the head and neck of the occupant of the vehicle seat  10 . 
     Gas from the connecting manifold member  90  also flows into the lower leg  74  of the second manifold member  70 , in the direction of arrow E, and is directed into the pretensioner  120  through the fluid conduit  122 . The pressurized gas moves the piston (not shown) in the pretensioner  120 , which, in turn, causes the buckle  52  to move downward in the direction of arrow B and the seat belt webbing  42  to be tightened against the occupant of the vehicle seat  10 . Thus, in a side impact collision, the pretensioner  120 , the side impact air bag  130 , and the rear impact air bags  140  and  142  are all deployed by pressurized fluid from the single inflator  150 . 
     If, instead, a rear impact collision is detected by the rear impact sensor  166 , an electrical signal indicative of the rear impact collision is sent to the controller  160 . The controller  160  provides electrical signals causing the first and third valves  110  and  114  to be opened and the second valve  112  to be shut. The controller  160  also provides a signal that causes the inflator  150  to actuate and begin releasing stored pressurized gas into the connecting manifold member  90 . The pressurized gas flows through the connecting manifold member  90  and into the first and second manifold members  68  and  70 . 
     Since the first valve  110  is open, the pressurized gas flows into the upper leg  72  of the second manifold member  70  in the direction of arrow D. The gas then flows into the upper manifold branch  92  and into the rear impact air bags  140  and  142 , causing the rear impact air bags to inflate. 
     Gas from the connecting manifold member  90  also flows into the lower leg  74  of the second manifold member  70 , in the direction of arrow E, and is directed into the pretensioner  120  through the fluid conduit  122 . The pressurized gas moves the piston (not shown) in the pretensioner  120 , which, in turn, causes the buckle  52  to move downward in the direction of arrow B and the seat belt webbing  42  to be tightened against the occupant of the vehicle seat  10 . 
     With the second valve  112  closed, the gas does not flow into the upper leg  76  of the first manifold member  68 . Hence, the side impact air bag  130  is not deployed. However, because the third valve  114  is open, the gas does flow through the lower leg  78  of the first manifold member  68 , in the direction of arrow F, and into the lower manifold branch  94  so that excess gas from the inflator  150  is vented through the vent openings  102 . Thus, in a rear impact collision, only the pretensioner  120  and the rear impact air bags  140  and  142  are deployed by pressurized fluid from the inflator  150 . 
     If, however, a frontal impact collision is detected by the frontal impact sensor  164 , an electrical signal indicative of the frontal impact collision is sent to the controller  160 . The controller  160  provides electrical signals causing the first and second valves  110  and  112  to be shut and the third valve  114  to be opened. The controller  160  also provides a signal that causes the inflator  150  to actuate and begin releasing stored pressurized gas into the connecting manifold member  90 . The pressurized gas flows through the connecting manifold member  90  and into the first and second manifold members  68  and  70 . 
     Gas from the connecting manifold member  90  flows into the lower leg  74  of the second manifold member  70 , in the direction of arrow E, and is directed into the pretensioner  120  through the fluid conduit  122 . The pressurized gas moves the piston (not shown) in the pretensioner  120 , which, in turn, causes the buckle  52  to move downward in the direction of arrow B and the seat belt webbing  42  to be tightened against the occupant of the vehicle seat  10 . 
     Since the first valve  110  is shut, the pressurized gas does not flow into the upper leg  72  of the second manifold member  70 . Hence, the rear impact air bags  140  and  142  are not deployed. Further, since the second valve  112  is also closed, the gas does not flow into the upper leg  76  of the first manifold member  68  and the side impact air bag  130  is not deployed. Because the third valve  114  is open, however, the gas flows through the lower leg  78  of the first manifold member  68 , in the direction of arrow F, and into the lower manifold branch  92  where excess gas from the inflator  150  is vented through the vent openings  102 . Thus, in a frontal impact collision, only the pretensioner  120  is deployed by pressurized fluid from the inflator  150 . 
     From the above description of the invention, those skilled in the art will perceive improvements, changes and modifications. For example, it is contemplated that the valves could be used to control the amount of gas that flows into one or more of the air bags to tailor the slope of the inflation curves of the air bags based on predetermined specifications or sensed occupant characteristics. It is also contemplated that a single sensor could be used to perform the functions of the three sensors  162 ,  164  and  166 . Such improvements, changes and modifications within the skill of the art are intended to be covered by the appended claims.