Occupant safety systems

Occupant safety systems suitable for use in both traditional and opposed seating systems include various combinations of passive safety components: sensors that provides an output signal indicative of an imminent collision, seats selectively moveable relative to seat support structures in response to the output signal, inflatable restraints deployable from lap portions of a tensioned restraint based on the output signal, airbags deployable from a roof of a vehicle based on the output signal, cabin dividers deployable from a side of a cabin of the vehicle or the roof of the vehicle based on the output signal, and curtain airbags deployable between an occupant and the side of the cabin of the vehicle based on the output signal.

FIELD

The application relates generally to safety systems for vehicles. More particularly, described embodiments relate to dynamic seating systems, cabin dividers, and restraints such as seatbelts and airbags for passenger compartments with opposed or traditional seating.

BACKGROUND

Existing occupant safety systems for traditional, one- two- or three-row vehicles, such as restraints including seatbelts and airbags, can reduce the risk of injury during a collision. Vehicular airbags often use interior components such as dash panels, roof rails, and steering wheels both for packaging purposes and to provide reaction surfaces to interact with the airbags and provide the necessary reaction force. In the absence of adequate reaction surfaces or tethers, airbags would deflect too much to adequately protect an occupant during a collision.

During a collision, occupants are protected from loose objects placed on empty seats within a traditional one- two- or three-row vehicle, such as backpacks or electronic devices, by seat backrests acting as barriers, the backrests impeding motion of the loose objects between the rows of seats. In non-traditional vehicle designs, for example, where rows of occupants face each other within the passenger compartment, there are limited options for reaction surfaces, tethers, and loose-object handling. New approaches to occupant safety systems are thus desired.

SUMMARY

One aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision. The system also includes a tensioned restraint having a lap portion securing an occupant to a seat of a vehicle and an inflatable restraint deployable from the lap portion of the tensioned restraint based on the output signal. The inflatable restraint includes at least one of horizontally-extending chambers allowing for variable pressures along a height of the inflatable restraint and variable heights of deployment of the inflatable restraint and vertically-extending chambers allowing for variable stiffness along a width of the inflatable restraint. A central chamber has a higher stiffness than outer chambers to maintain position of the outer chambers during the imminent collision.

Another aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision. The system also includes an airbag deployable from a roof into a cabin of a vehicle based on the output signal and a tether having a first end coupled to the airbag at a first anchor location. The first anchor location is positioned in front of an occupant being restrained by the airbag during the imminent collision. The tether also has a second end coupled to the vehicle at a second anchor location. The second anchor location is positioned behind an occupant being restrained by the airbag during the imminent collision.

Another aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision and a cabin divider deployable between rows of opposed seats in a vehicle based on the output signal. The cabin divider includes a pair of side arms, each side arm extendable between a stowed position proximate a roof of the vehicle and a deployed position proximate a side of the vehicle. The cabin divider also includes a blocking material extendable between the side arms and between a stowed position proximate the roof of the vehicle and a deployed position stretched along a length of each of the side arms and extending between the pair of side arms.

Another aspect of the disclosed embodiments is an occupant safety system that includes a divider track extending along a roof of a vehicle and a sensor that provides an output signal indicative of an imminent collision. The occupant safety system also includes a cabin divider at least one of translatable or rotatable along the divider track based on the output signal between a stowed position proximate to the roof of the vehicle and a deployed position extending downward from the roof between rows of seats in the vehicle.

Another aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision, a cabin divider deployable from at least one of one of a side of a cabin of a vehicle or a roof of the vehicle in front of an occupant of the vehicle based on the output signal, and at least one of: a curtain airbag deployable between the occupant and a side of the cabin based on the output signal, a roof airbag deployable from the roof of the vehicle in front of the occupant based on the output signal, or a tensioned restraint comprising a lap portion securing the occupant to a seat in the vehicle and a lapbelt airbag deployable from the lap portion of the tensioned restraint based on the output signal.

Another aspect of the disclosed embodiments is an occupant safety system for an opposed seating system that includes a first seat selectively moveable relative to and facing a second seat in the opposed seating system; a motion control device operable to apply a force to the first seat; a sensor that provides an output signal indicative of an imminent collision; and a control unit that controls the force applied to the first seat by the motion control device such that the first seat moves away from the second seat during the collision.

DETAILED DESCRIPTION

This disclosure relates to advances in occupant safety systems suitable for use in non-traditional vehicles, such as vehicles including opposed seating systems and lacking traditional airbag packaging and reaction surfaces such as dash panels and steering wheels. Improved occupant safety systems include cabin dividers, dynamic seating systems, and restraints such as tensioned restraints and inflatable restraints, where inflatable restraints include airbags such as self-tethered airbags, seatbelt and/or lapbelt airbags, roof and/or door airbags, etc. that increase safety during a collision for occupants facing each other in an opposed seating configuration. The use of these safety features also allow for increased options in packaging and design in all vehicle passenger compartments regardless of the seating configuration.

FIGS. 1A and 1Bshow a motion diagram of a collision in an opposed seating system. The front of the vehicle (not shown) including the opposed seating system is on the left, and the vehicle is moving to the left. InFIG. 1A, pre-collision, an occupant100is restrained in a front-facing seat102using a tensioned restraint104, and the tensioned restraint104includes a lap portion and a shoulder portion securing the occupant100to the front-facing seat102. In this example, the tensioned restraint104can be a seatbelt or a lapbelt. InFIG. 1B, during a front-end, forward motion collision occurring on a left side of the diagram, the occupant100is bent forward into the open space of the passenger compartment, greatly extending the tensioned restraint104. There is a risk of injury to the occupant100, for example, based on a head of the occupant100hitting knees of the occupant100.

FIGS. 2A and 2Bshow another motion diagram of a collision. The collision ofFIGS. 2A and 2Bcan also occur in an opposed seating system, though the facing, or opposed, seating rows are not shown. The front of the vehicle (not shown) is on the left, and the vehicle is moving to the left. InFIG. 1A, during a low-speed collision where a tensioned restraint204holds an occupant200against a front-facing seat202, a loose object206, in this example, a backpack, can be launched toward the occupant200from, for example, its position on the opposed seat row (not shown). InFIG. 2B, at a later time during the collision than inFIG. 2A, the loose object206can impact the occupant200, potentially causing an injury to the occupant200. Various occupant safety system components are described below that can reduce or eliminate the potential injuries to the occupants100,200that are possible in the scenarios described by the collision motion diagrams ofFIGS. 1A, 1B, 2A, and 2B.

FIGS. 3A, 3B, and 3Cshow another motion diagram of a collision using one form of a restraint, a lapbelt airbag308, as part of an occupant safety system for use in an opposed seating system. The front of the vehicle (not shown) including the opposed seating system is on the left, and the vehicle is moving to the left. InFIG. 3A, pre-collision, an occupant300is restrained in a front-facing seat302using a tensioned restraint304, and the tensioned restraint304includes a lap portion and a shoulder portion securing the occupant100to the front-facing seat302.

InFIG. 3B, during initial stages of a front-end, forward motion collision occurring on a left side of the diagram, the lapbelt airbag308is deployed from the lap portion of the tensioned restraint304, for example, based on input from a collision sensor indicating an imminent collision and through use of an inflator. Other sensors can also be used, alone or in combination with the collision sensor, to provide a signal indicative of an imminent collision. The lapbelt airbag308can include a single chamber or multiple chambers, where multiple chambers allow for variable pressures along a height (vertical) or a width (horizontal) of the lapbelt airbag308during deployment. For example, the lapbelt airbag308shown inFIG. 3Bincludes horizontally-extending chambers allowing for variable pressures along a height of the lapbelt airbag308. The lapbelt airbag308can also be selectively inflated to variable heights using the horizontally-extending chambers based on a size and position of the occupant300in respect to the tensioned restraint304and the front-facing seat302.

InFIG. 3C, during the front-end, forward motion collision, the lapbelt airbag308impedes motion of a head of the occupant300based on a lap, legs, or both a lap and legs of the occupant300acting as a reaction surface for the lapbelt airbag308, mitigating contact between the head and the legs of the occupant300. The lapbelt airbag308can lower head acceleration, reduce force on a neck of the occupant300, allow the head, neck, and a chest of the occupant300to remain aligned, keep the head and the neck of the occupant300from extending, reduce chest compression, and distribute a load across more of the chest than the shoulder portion of the tensioned restraint304alone can distribute during the collision.

FIG. 4Ashows a perspective detail view of the lapbelt airbag308ofFIGS. 3B and 3C, designated here as lapbelt airbag408a. The lapbelt airbag408acan be coupled to a lap portion of a tensioned restraint404using straps or tethers410. Through shown as expanding from and coupled to the lap portion of the tensioned restraint404, the lapbelt airbag408acan also be packaged within a shoulder portion (not shown) of the tensioned restraint404. The lapbelt airbag408acan also be formed of multiple parts, some packaged within the lap portion and some packaged within the shoulder portion of the tensioned restraint404. Construction of the lapbelt airbag408aofFIG. 4Aincludes layers of fabric with transverse straps (indicated by text inFIG. 4A) to stabilize the lapbelt airbag408aduring deployment and vertical straps (also indicated by text) used to improve contact area between the occupant, e.g. the occupant300, and the lapbelt airbag408a.

FIG. 4Bshows another construction example for the lapbelt airbag308ofFIGS. 3B and 3C, designated here as the lapbelt airbag408b. In the example ofFIG. 4B, the lapbelt airbag408bis divided into three vertically-extending chambers, the chambers indicated by dotted lines inFIG. 4B. The outer chambers have a traditional inflatable construction of lower stiffness while the central chamber has a drop-stitch construction of higher stiffness. Inflated drop-stitch fabrics have a high overall stiffness including a high bending stiffness. For example, drop-stitch materials are used in stand-up paddle boards, air mattresses, or kayak floors. Use of the drop-stitch construction as a central chamber for the lapbelt airbag408ballows for a self-tethered airbag that does not require a separate reaction surface. In this sandwich-like lapbelt airbag408b, the drop-stitch central chamber provides the necessary stiffness so the traditional outer airbags forming the outer chambers maintain position during a collision. Other embodiments include an open-faced sandwich version with two chambers and inclusion of frames of drop-stitch fabric within a single-chamber airbag.

The lapbelt airbags308,408a,408bofFIGS. 3B, 3C, 4A, and 4Bcan provide protection to the head, the torso, and the legs of the occupant300during a collision as the occupant impacts a first surface, for example, a right-most side, of the lapbelt airbags308,408a,408b. The lapbelt airbags308,408a,408bcan also provide protection during a collision to the head and torso of the occupant300when loose objects, such as the loose object206shown inFIGS. 2A and 2B, impact a second surface, for example, a left-most side, of the lapbelt airbags308,408a,408bbased on a position of the loose object in an opposing seat to the occupant300prior to the collision.

FIGS. 5A, 5B, and 5Cshow pre-collision diagrams using another type of inflatable restraint, roof airbags512a,512b,512c, as part of an occupant safety system for use in an opposed seating system. The front of the vehicle (not shown) including the opposed seating system is on the left, and the vehicle is moving to the left. InFIGS. 5A, 5B, and 5C, an occupant500is restrained in a front-facing seat502using a tensioned restraint504including a lap portion and a shoulder portion securing the occupant500to the front-facing seat502. The roof airbags512a,512b,512c, though shown as inflated, may not fully deploy prior to a collision. The occupant500is also shown as not yet in contact with the roof airbags512a,512b,512cin each ofFIGS. 5A, 5B, and 5C.

InFIG. 5A, the roof airbag512ais fixed to the roof and deployed from a location on the roof forward of the occupant500in the front-facing seat502, that is, between the two rows of opposed seats. A tether510aextends from one end coupled to an anchor location at a bottom-right corner of the inflated roof airbag512to another end coupled to an anchor location on the roof of the vehicle behind the occupant500in the front-facing seat502. Another tether (not shown) can extend from another anchor location at another bottom corner of the inflated roof airbag512to another anchor location on the roof of the vehicle behind the occupant500in order to create four total airbag anchor locations, that is, two on the roof airbag512aand two on the roof. The roof airbag512aofFIG. 5Acan span either the single front-facing seat502or two seats with two passengers using a two-tether configuration. The cavity of the roof airbag512acan include a small number of internal tethers (not shown) for stability. The cavity can also be split vertically into a high pressure support chamber and low pressure occupant-facing chambers in a similar manner to that described in respect to the lapbelt airbag408bofFIG. 4B.

InFIG. 5B, the roof airbag512bis fixed to the roof and deployed from a location on the roof forward of the front-facing seat502. A tether510bextends from one end coupled to an anchor location at a bottom-right corner of the inflated roof airbag512bto another end coupled to an anchor location on or near a rear surface of the vehicle (not shown) located behind the occupant500in the front-facing seat502. Another tether (not shown) can extend from another anchor location at another bottom corner of the inflated roof airbag512bin to another anchor location on or near the rear surface of the vehicle located behind the occupant500in order to create two anchor locations for the roof airbag512b. The roof airbag512bhas a width less than half of a width of the roof airbag512ashown inFIG. 5A. The reduction in width or thickness is possible due to the extension of the tether510bbeing approximately horizontal when compared to the angled extension of the tether510aofFIG. 5A. Reduction in collision loads experienced by the occupant500can be similar for the roof airbags512a,512b.

InFIG. 5C, the roof airbag512cis detached from the roof upon deployment, dropping down to be properly located once deployed from a location on the roof forward of the front-facing seat502. Two tethers510cextends from first ends coupled to anchor locations at a bottom-right corner and a top-right corner of the inflated roof airbag512cto second ends coupled to anchor locations on a rear surface of the vehicle (not shown) located behind the occupant500in the front-facing seat502. Alternatively or additionally, the tethers510cmay extend from anchor locations at a bottom-left corner and a top-left corner of the inflated roof airbag512cto anchor locations on the rear surface of the vehicle. The tethers510cmay be anchored to a high-pressure portion of the roof airbag512c. In this example, the roof airbag512cis approximately the same width of the roof airbag512b. The roof airbag512ccan be dropped down vertically within the passenger compartment to a location that allows legs of the occupant500to be used as a reaction surface.

The tethers510a,510b,510ccan be fixed in load or pay out at a determined or selectable load, functioning in a similar manner to a retractor used with a seat-based tensioned restraint. The tethers510a,510b,510ccan also be packaged so as to be hidden, such as within a trim component such as a headliner or affixed to window glass and covered with vehicle trim. The tethers510a,510b,510ccan be routed around window glass such that any slack will be taken in very quickly using a pretensioner. Each of the roof airbags512a,512b,512ccan deploy from a location packaged within trim extending from the roof or can alternatively be packaged to deploy from a door, an armrest, or a center console (not shown). The roof airbags512a,512b,512ccan also be used to protect the occupant500from loose objects during a collision.

FIGS. 6A, 6B, 6C, and 6Dshow pre-collision diagrams using roof airbags612a,612b,612cas part of an occupant safety system.FIG. 6Ashows an occupant600prior to deployment of any airbags in a vehicle moving toward a left side of the frame.FIG. 6Bshows the occupant600positioned in reference to the deployed roof airbag612awith the roof airbag612abeing coupled to the deployment location on the roof.FIG. 6Cshows the occupant600positioned in reference to the deployed roof airbag612bwith the roof airbag612bbeing decoupled from a packaging location on the roof to a position consistent with properly restraining a head and a torso of the occupant600. The position of the decoupled, deployed roof airbag612bcan be based, for example, on a height and size of the occupant600.FIG. 6Dshows the occupant600positioned in reference to the deployed roof airbag612cwith the roof airbag612cbeing decoupled from a packaging location on the roof and including two vertically-extending chambers, one of a higher pressure (p1) and/or higher stiffness and one of a lower pressure (p2) and/or lower stiffness. The higher pressure (p1) may be at least two times the lower pressure (p2), or, for example, orders of magnitude greater than the lower pressure (p2).

FIGS. 7A, 7B, and 7Cshow pre-collision diagrams using a combination of tensioned and inflatable restraints, e.g. a lapbelt airbag708and a roof airbag710, as part of an occupant safety system.FIG. 7Ashows an occupant700prior to deployment of any airbags in a vehicle moving toward a left side of the frame.FIG. 7Bshows the occupant700positioned in reference to the deployed lapbelt airbag708, with the lapbelt airbag708deploying before the roof airbag710in this pre-collision example.FIG. 7Cshows the occupant700positioned in reference to both the deployed lapbelt airbag708and the deployed roof airbag710. In this example, the lapbelt airbag708is deployed at a position in the vehicle between the occupant700and the deployed roof airbag710. The roof airbag710has a thinner construction and a higher pressure (p1) than a pressure (p2) of the lapbelt airbag708. Given the pressure differential, with p1>p2, the roof airbag710can serve as a reaction surface for the lapbelt airbag708when restraining the occupant700during a collision.

FIGS. 8A, 8B, and 8Cshow a motion diagram using a cabin divider814as part of an occupant safety system for use in an opposed seating system. The cabin divider814is a first example of a variety of cabin dividers for use in partitioning or dividing a passenger compartment of a vehicle, for example, between rows of opposed seats where occupants face each other. Cabin dividers can be fixed or deployable and formed from blocking material such as mesh, elastic, cloth, or any other material suitable for both compact storage and blocking loose objects from crossing sides of the passenger compartment once deployed. Cabin dividers can be deployed using a variety of mechanical systems, many of which are described herein. In some examples (not shown), cabin dividers can be deployed using inflatable tubes or airbags along sides of a mesh surface in order to extend the cabin divider between sides of the passenger compartment.

FIG. 8Ashows the cabin divider814as a telescoping mechanical system in a position at the beginning of deployment just after leaving a stowed position proximate a roof of the vehicle. Side arms816of the cabin divider814have begun to rotate about fixed pivots at top-most ends of the side arms816and a mesh-type blocking material starts to extend downward between the side arms816.FIG. 8Bshows the cabin divider814in a position in the middle of deployment. The side arms816have begun to telescope downward from a roof of the vehicle, extending the blocking material further downward into the passenger compartment.FIG. 8Cshows the cabin divider814in a deployed position where deployment is complete. The side arms816have reached full telescoping extension along sides of the vehicle, and the blocking material divides the passenger compartment by extending along a length of each of the side arms816and between the side arms816.

FIGS. 9A, 9B, and 9Cshow a motion diagram using another cabin divider914as part of an occupant safety system for use in an opposed seating system.FIG. 9Ashows the cabin divider914as a wiper-style mechanical system in a position at the beginning of deployment just after leaving a stowed position proximate a roof of the vehicle. Side arms916of the cabin divider914have begun to rotate about fixed pivots at top-most ends of the side arms916and a mesh-type blocking material starts to stretch between the side arms916.FIG. 9Bshows the cabin divider914in a position in the middle of deployment. The side arms916are rotated approximately 45 degrees from the stowed position near the roof, and the blocking material begins to bisect the passenger compartment.FIG. 9Cshows the cabin divider914in a deployed position where deployment is complete. The side arms916have rotated such that lower-most ends of the side arms916are proximate to sides of the vehicle, and the blocking material is fully extended along a length of each of the side arms916and stretched between the side arms916to divide the passenger compartment.

FIGS. 10A, 10B, and 10Cshow a motion diagram using another cabin divider1014as part of an occupant safety system for use in an opposed seating system.FIG. 10Ashows the cabin divider1014as a hinged or accordion-style mechanical system in a stowed position proximate a roof of the vehicle prior to deployment. Side arms1016of the cabin divider1014are stowed near the roof of the vehicle and a mesh-style blocking material is collapsed between the side arms1016.FIG. 10Bshows the cabin divider1014in a position in the middle of deployment. The side arms1016have begun to expand, unfolding from a centrally located hinge, and the blocking material begins to bisect the passenger compartment.FIG. 10Cshows the cabin divider1014in a deployed position where deployment is complete. The side arms1016have fully unfolded such that lower-most ends of the side arms1016are proximate to sides of the vehicle, and the blocking material is fully extended along a length of each of the side arms1016and fully stretched between the side arms1016to divide the passenger compartment.

FIGS. 11A, 11B, and 11Cshow a motion diagram using another cabin divider1114as part of an occupant safety system for use in an opposed seating system.FIG. 11Ashows the cabin divider1114as an extendable-style mechanical system in stowed position proximate to a roof of the vehicle prior to deployment. Side arms1116of the cabin divider1114can be fabricated from a material that can be spooled onto a reel and stored in a stowed position near the roof of the vehicle and a mesh-style blocking material that is spooled with and extendable between the side arms1116. The side arms1116can be extendable semi-rigidly in a deployed position to pull the blocking material taught, for example, the side arms1116can be fabricated from spring steel.FIG. 11Bshows the cabin divider1114in a position in the middle of deployment. The side arms1116have begun to expand, extending downward from a stowed position, and the blocking material begins to bisect the passenger compartment.FIG. 11Cshows the cabin divider1114in a deployed position where deployment is complete. The side arms1116have fully extended such that lower-most ends of the side arms1116are proximate to sides of the vehicle, and the blocking material is fully extended along a length of each of the side arms1116and fully stretched between the side arms1116to divide the passenger compartment.

FIGS. 12A, 12B, and 12Cshow a motion diagram using another cabin divider1214as part of an occupant safety system for use in an opposed seating system.FIG. 12Ashows the cabin divider1214as a fixed, garage-door style mechanical system in a stowed position with the blocking material of the cabin divider1214nestled within a divider track1218.FIG. 12Bshows the cabin divider1214with the blocking material in a position in the middle of deployment. The blocking material of the cabin divider1214has both rotated approximately 45 degrees about a pivot and translated in a left direction along the divider track1218.FIG. 12Cshows the blocking material of the cabin divider1214in a position where deployment is complete. The blocking material of the cabin divider1214has moved with the pivot to a left-most end of the divider track1218and is rotated approximately 90 degrees to a deployed position from its stowed position ofFIG. 12Asuch that the blocking material of the cabin divider1214divides the passenger cabin. In this example, the blocking material can be mesh, foam, lattice, polymer, or any other material suitable to block movement.

FIGS. 13A, 13B, and 13Cshow a motion diagram using another cabin divider1314as part of an occupant safety system for use in an opposed seating system.FIG. 13Ashows the cabin divider1314as a folding, hinged, pivoted, and tracked mechanical system in a stowed position with blocking material of the cabin divider1314unfolded to fit within a divider track1318.FIG. 13Bshows the cabin divider1314with the blocking material in a position in the middle of deployment. The blocking material of the cabin divider1314has started to fold at a central hinged location and a right-most end of the blocking material is both translating in a left direction along the divider track1318with a pivot and lowering into the passenger compartment under guidance of a tether1310.FIG. 13Cshows the cabin divider1314in a position where deployment is complete. The cabin divider1314has moved to a left-most end of the divider track1318, the central hinge of the cabin divider1314is unfolded, and the tether1310is fully extended between the divider track1318and a lower-most end of the blocking materials of the cabin divider1314such that the cabin divider1314divides the passenger cabin.

FIGS. 14A, 14B, and 14Cshow a motion diagram using another cabin divider1414as part of an occupant safety system for use in an opposed seating system.FIG. 14Ashows the cabin divider1414as a folding, hinged, pivoted, and tracked mechanical system just after being in a stowed position with the cabin divider1414folding as a pivot starts to move or translate left along a divider track1418.FIG. 14Bshows the cabin divider1414in a position in the middle of deployment. Blocking material of the cabin divider1414has started to stretch and unfold at a hinged location after the pivot reaches a left-most side of the divider track1418. A bottom-most end of the blocking material of the cabin divider1414is rotating about the hinge and extending from the pivot under guidance of a tether1410.FIG. 14Cshows the cabin divider1414in a deployed position where deployment is complete. The blocking material of the cabin divider1414is at the left-most end of the divider track1418, the hinge of the cabin divider1414is unfolded, and the tether1410is fully extended between the pivot on the divider track1418and the bottom-most end of the cabin divider1414such that the blocking material of the cabin divider1414divides the passenger cabin.

FIGS. 15A, 15B, and 15Cshow expanded versions of cabin dividers1514a,1514b,1514cused as part of an occupant safety system for use in an opposed seating system.FIG. 15Ashows the cabin divider1514aas a fan-style or barn-door type mechanism where the blocking material extends between side arms1516using a sideways deployment. To reach the fully extended position, at least one of the side arms1516can be rotatable, telescoping, and/or translatable away from the other of the side arms1516.FIG. 15Bshows the cabin divider1514bas a rolling-blind-style mechanism with a lower edge of the blocking material pulled downward during deployment to follow a tether1510aanchored to a track1518arunning along a side of the vehicle and movable, for example, using a retractor. The blocking material, such as mesh or cloth, is stored in a roll at a location near the roof.FIG. 15Cshows the cabin divider1514cas a rolling-blind-style mechanism with a lower edge of the blocking material pulled downward during deployment to follow a tether1510banchored to a track1518b, for example, that runs around a window on a side of the vehicle and is movable using a retractor.

Various cabin dividers extendable using tethers, such as the cabin dividers1314,1414,1514b,1514cdescribed in respect toFIGS. 13A, 13B, 13C, 14A, 14B, 14C, 15B, and 15C, can use tethers that are fixed in nature, tethers that are controlled to move along a track, tethers that pay out at a determined or selectable load, using, for example, a pretensioner or retractor, and tethers that are routed in a manner such that any slack in the tether can be controlled by the pretensioner or retractor. Various versions of the tethers can be designed to absorb energy, working with the mesh to control impact, for example, of loose objects.

FIGS. 16A, 16B, and 16Cshow pre-collision diagrams using a combination of a cabin divider1614and inflatable restraints such as a lapbelt airbag1608(or a roof airbag) as part of an occupant safety system.FIG. 16Ashows an occupant1600prior to deployment of any airbags or cabin dividers. A loose object is shown on a trajectory (using only a dotted line) toward the occupant1600.FIG. 16Bshows the occupant1600positioned in reference to the deployed cabin divider1614, with blocking material of the cabin divider1614stopping the loose object in its trajectory toward the occupant1600and deploying before the lapbelt airbag1608in this pre-collision example.FIG. 16Cshows the occupant1600positioned in reference to both the deployed lapbelt airbag1608and the deployed cabin divider1614. The lapbelt airbag1608can be used along with the cabin divider1614to provide greater protection to the occupant1600from the loose object while at the same time protecting the occupant1600as the occupant1600begins to translate or rotate forward during, for example, a front-end collision when a front end of the vehicle is on a left-most side of the diagrams ofFIGS. 16A, 16B, and 16C.

FIGS. 17A, 17B, and 17Cshow pre-collision diagrams using a combination of a roof airbag1712, a cabin divider1714, and a curtain airbag1720as part of an occupant safety system.FIG. 17Ashows the roof airbag1712is a deployed position in front of a pair of occupants1700next to each other in front-facing seats, with the front of the vehicle on the left-most side of the diagram.FIG. 17Bshows the cabin divider1714and the curtain airbag1720in a deployed position. The cabin divider1714and the curtain airbag1720move together between a stowed position (e.g. along the roof) to a deployed position so as to protect both the front and the side of the pair of occupants1700during an imminent collision. In this example, the curtain airbag1720acts as a tether to support the cabin divider1714and to guide its deployment in order to protect the pair of occupants1700from, for example, loose objects in an opposed row of seats during a collision.FIG. 17Cshows three pieces of the occupant safety system working together: the cabin divider1714is deployed forward of the roof airbag1712in the vehicle cabin and both work together to protect the front of the pair of occupants1700while the curtain airbag1720protects the side of the pair of occupants1700.

FIG. 18shows the roof airbag1712, cabin divider1714, and curtain airbag1720ofFIGS. 17A, 17B, and 17C, shown and described inFIG. 18as roof airbags1812a,1812b, cabin dividers1814a,1814b, and curtain airbags1820a,1820b, used as part of an occupant safety system for use in an opposed seating system. A rear-facing occupant1800aand an opposing, front-facing occupant1800bare positioned within a passenger compartment. Prior to a collision, the curtain airbags1820a,1820bcan deploy, acting as a tether to deploy the cabin dividers1814a,1814b. The roof airbags1812a,1812acan also be deployed so as to be positioned between the occupants1800a,1800band the cabin dividers1814a,1814b. In this manner, both the front and the side of the occupants1800a,1800bcan be protected during a collision. Though not shown inFIG. 17A, 17B, 17C, or18, another side curtain airbag can be deployed on the other side of the occupants1700,1800a,1800bto fully surround the occupants1700,1800a,1800bwith components of the occupant safety system. In another example, lapbelt airbags (not shown) can replace the roof airbags1812a,1812bin the occupant safety system shown in the examples ofFIGS. 17A, 17B, 17C, and 18.

FIGS. 19A, 19B, and 19Cshow a motion diagram of a collision using a dynamic seating system as part of an occupant safety system for use in an opposed seating system. A dynamic seating system can include, for example, sensors serving as a source of vehicle information, occupant information, and position information, a motion control device configured to automatically adjust a position of the seats and/or tensioned restraints in the dynamic seating system using an application of force in respect to a seat support structure (not shown), and a control unit designed to control the force applied by the motion control device based on input from the sensors. In other words, a dynamic seating system is one in which automatic adjustments in positions of the seats and tensioned restraints in respect to the rest of the vehicle are possible.

Motion of the various components within the dynamic seating system can be achieved using a combination of mechanical, pneumatic, hydraulic, or other motion-inducing systems. Gross positioning of the seats can be achieved using the same electric-drive motors employed for traditional adjustment of the seats by the occupants. Fine actuation can be accomplished, for example, using a pneumatic system. During rapid adjustments, the electric-drive motors can be overdriven (by increasing the drive current over “regular” actuation current) to enable quickly reaching desired positions to better position occupants in a potential collision.

FIG. 19Ashows a rear-facing seat1902asecuring a rear-facing occupant1900aopposing a front-facing seat1902bsecuring a front-facing occupant1900bin an opposed seating system. During a front collision occurring on a left side of the frame with the vehicle moving to the left, the occupants1900a,1900bcan be at risk of hitting each other. High loads can also be imposed on chests and necks of the occupants1900a,1900bin the absence of safety measures beyond traditional tensioned restraints. A dynamic seating system can be used to reposition the seats1902a,1902bto lessen risk to the occupants of injury during a collision.

FIG. 19Bshows the rear-facing occupant1900aand the front-facing occupant1900bduring a front collision, that is, a collision occurring at a left side of the frame while the vehicle moves to the left. The dynamic seating system reacts to the collision using the control unit to control force applied by the motion control device so as to cause movement or translation of the rear-facing seat1902ato the left during the collision, moving the rear-facing occupant1900ato the left by an amount indicated by the arrow shown above the rear-facing occupant1900a. By moving the rear-facing seat1902A away from the front-facing seat1902b, a load induced on the rear-facing occupant1900ais reduced and a risk of the front-facing occupant1900bhitting the rear-facing occupant1900aduring the collision as the front-facing occupant1900bbends forward is also reduced.

Movement or translation between the rear-facing seat1902aand the front-facing seat1902bcan be accomplished using various motion control devices. In one example, dampers can be activated (or deactivated) under command of the control unit such that the rear-facing seat1902atranslates away from the front-facing seat1902balong the seat support structure which may include, for example, rails. In another example, a release mechanism, such as a latch, can be released under command of the control unit such that dampers control movement of the front-facing seat1902in respect to the seat support structure by leveraging forces generated by both the rear-facing occupant1900aand the rear-facing seat1902a.

FIG. 19Calso shows the rear-facing occupant1900aand the front-facing occupant1900bduring a front collision. In this example, the dynamic seating system reacts to the collision using motion or translation of both the rear-facing seat1902aand the front-facing seat1902bto the left during the collision, moving both the rear-facing occupant1900aand the front-facing occupant1900bto the left by an amount indicated by the arrows shown above the rear-facing occupant1900aand the front-facing occupant1900b. Dual translation in the same direction of the rear-facing seat1902aand the front-facing seat1902blowers the load induced on both the rear-facing occupant1900aand the front-facing occupant1900band lowers the amount of travel of the front-facing occupant1900bduring the collision such that the risk of the front-facing occupant1900bhitting the rear-facing occupant1900ais decreased.

FIGS. 20A, 20B, and 20Cshow another motion diagram of a collision using another dynamic seating system as part of an occupant safety system. Though shown in reference to an opposed seating system, the dynamic seating system can also be implemented in a seating system where the rows of seats are front facing, side facing, rear facing, or some combination thereof.FIG. 20Ashows a rear-facing seat2002asecuring a rear-facing occupant2000aopposing a front-facing seat2002bsecuring a front-facing occupant2000b. During a front collision, occurring on a left side of the frame with the vehicle moving to the left, the occupants2000a,2000bcan be at risk of hitting each other. High loads can also be imposed on chests and necks of the occupants2000a,2000bin the absence of safety measures beyond traditional tensioned restraints. A dynamic seating system can be used to reposition the both of the seats2002a,2002bto lessen risk to the occupants of injury during a collision.

FIG. 20Bshows the rear-facing occupant2000aand the front-facing occupant2000bprior to a front collision. The dynamic seating system can be used to move one or both of the seats2002a,2002bboth before and during the imminent collision. InFIG. 20B, the motion control device exerts a force to move both the rear-facing occupant2000aand the front-facing occupant2000bto the right to a determined position consistent with a distance indicated by the right-pointing arrows shown above the rear-facing occupant2000aand the front-facing occupant2000b. By moving the seats2002a,2002band the occupants2000a,2000bto the right, that is, away from the imminent collision, additional travel to the left during the collision is possible, further limiting the loads experienced by the occupants2000a,2000bduring the collision.

FIG. 20Cshows the rear-facing occupant2000aand the front-facing occupant2000bduring a front collision. The dynamic seating system reacts to the collision by using the motion control device to allow (or impart force to cause) motion or translation of both the rear-facing seat2002aand the front-facing seat2002bto the left during the collision, moving both the rear-facing occupant2000aand the front-facing occupant2000bto the left to a determined position consistent with a distance indicated by the arrows shown above the rear-facing occupant2000aand the front-facing occupant2000b. Again, dual translation lowers the load induced on both the rear-facing occupant2000aand the front-facing occupant2000band reduces the risk of the front-facing occupant2000bhitting the rear-facing occupant2000a. Dual translation over a longer distance as shown inFIG. 20Clowers loadings and risks further than the dual translation shown inFIG. 19C.

Though the examples described in respect toFIGS. 19A, 19B, 19C, 20A, 20B, and 20Care described in the context of an opposed seating system, the examples can be implemented in vehicles with other seating configurations as well. For example, vehicles with two or more rows of front-facing seats, two or more rows of rear-facing seats, a single front-facing row of seats, or a single rear-facing row of seats can implement the dynamic seating systems described above.

FIG. 21is a block diagram of an example of a computing device2122. The computing device2122can be a single computing device or a system that includes multiple computing devices working cooperatively. As an example, the computing device2122can be a vehicle-based computing device such a control unit or a vehicle ECU. Alternatively, the computing device2122can be a desktop computer, a laptop computer, a tablet, or a mobile device such as a smart phone.

In the example where the computing device2122is a control unit, the control unit can be operable to send commands to various components of the safety systems in the above-described embodiments. For example, the control unit can send commands to belt tensioners, airbag inflators, seat motors, tether couplings, etc. in order to cause deployment of airbags, deployment of cabin dividers, motion of seats in a dynamic seating system, etc. That is, the control unit can send commands to implement various safety measures in the various occupant safety systems described herein.

In the illustrated example ofFIG. 21, the computing device2122includes a processor2124, a memory device2126, a storage device2128, one or more input devices2130, and one or more output devices2132which are interconnected by a bus2134. The computing device2122can also include a bus interface2136for connecting peripheral devices to the bus2134.

The processor2124can be any type of device that is able to process or manipulate information, including devices that are currently known and devices that may be developed in the future. As an example, the processor2124can be a conventional central processing unit (CPU). Although the illustrated example shows a single processor, multiple processors can be used instead of a single processor.

The memory device2126can be used to store information for immediate use by the processor2124. The memory device2126includes either or both of a random access memory (RAM) device and a read only memory (ROM) device. The memory device2126can be used to store information, such as program instructions that can be executed by the processor2124, and data that is stored by and retrieved by the processor2124. In addition, portions of the operating system of the computing device2122and other applications that are being executed by the computing device2122can be stored by the memory device during operation of the computing device2122.

The storage device2128can be used to store large amounts of data persistently. As examples, the storage device2128can be a hard disk drive or a solid state drive.

The input devices2130can include any type of device that is operable to generate computer interpretable signals or data in response to user interaction with the computing device2122, such as physical interaction, verbal interaction, or non-contacting gestural interaction. As examples, the input devices2130can include one or more of a keyboard, a mouse, a touch-sensitive panel with or without an associated display, a trackball, a stylus, a microphone, a camera, or a three-dimensional motion capture device.

The output devices2132can include any type of device that is able to relay information in a manner that can be perceived by a user. As examples, the output devices2132can include one or more of an LCD display screen, an LED display screen, a CRT display screen, a printer, an audio output device such as a speaker, or a haptic output device. In some implementations, the output devices2132include a display screen and the input devices2130include a touch sensitive panel that is integrated into the display screen to define a touch-sensitive display screen.

The bus2134transfers signals and/or data between the components of the computing device2122. Although depicted as a single bus, it should be understood that multiple or varying types of buses can be used to interconnect the components of the computing device2122. The bus interface2136can be any type of device that allows other devices, whether internal or external, to connect to the bus2134. In one implementation, the bus interface2136allows connection to a controller area network (CAN) bus of a vehicle.