Patent Publication Number: US-2010109397-A1

Title: Active head restraint for a vehicle seat

Description:
RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application Ser. No. 61/198,093, filed on Nov. 3, 2008. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to an active head restraint for a vehicle seat. The active head restraint helps protect an occupant of the vehicle. 
     BACKGROUND OF THE INVENTION 
     It is known to provide an apparatus, such as an occupant restraint (e.g., seatbelt), inflatable vehicle occupant protection device (e.g., air bag), impact absorbing structure (e.g., padded or collapsible structures), or a combination thereof, for helping to protect an occupant of a vehicle. One particular apparatus is a head restraint positioned above or at the upper extent of a seat back of a vehicle seat. Head restraints may be adjustable in order to place the head restraint in a desired position relative to differently sized occupants of the vehicle seat. The head restraint may be effective to help protect the occupant of the vehicle seat upon the occurrence of an event for which occupant protection is desired, such as a vehicle impact (e.g., a rear impact). When such an event occurs, the head restraint helps protect the occupant by helping to absorb impacts with the head restraint and by helping to restrict or limit movement of the occupant&#39;s head and neck. 
     SUMMARY OF THE INVENTION 
     The present invention relates to An apparatus for providing an electrical connection between a vehicle seat mounted head restraint and an electrical system of the vehicle. The apparatus includes a first electrical connector secured to a support member of the head restraint, the first electrical connector being adapted to deliver an electrical signal to a component mounted to the head restraint. A second electrical connector is associated with the electrical system of the vehicle. An auto-connect component is connectable to the vehicle seat and is adapted to receive the support member of the head restraint and the first electrical connector. The auto-connect component is further adapted to support the second electrical connector and is configured such that the first and second electrical connectors are interconnected automatically upon installing the head restraint on the vehicle seat. The auto-connect component is further configured such that the first and second electrical connectors are disconnected automatically upon un-installing the head restraint from the vehicle seat. 
     The present invention also relates to an apparatus for providing an electrical connection between a vehicle seat mounted head restraint and an electrical system of the vehicle. The apparatus includes a first electrical connector associated with the head restraint and being for delivering an electrical signal to a component mounted to the head restraint. A second electrical connector is associated with the electrical system of the vehicle. An auto-connect tube is connectable to the vehicle seat. The auto-connect tube comprises a sidewall that helps define an interior chamber of the auto-connect tube. The second electrical connector is disposed in the interior chamber of the auto-connect tube, the auto-connect tube and the second electrical connector are configured such that the second electrical connector is blocked from being removed from the interior chamber and such that the second electrical connector is maintained at a desired orientation in the interior chamber so that the first and second electrical connectors are interconnected automatically when the head restraint is installed on the vehicle seat. 
     The present invention further relates to an apparatus including a vehicle seat having a seat frame and a head restraint connectable to the vehicle seat. The head restraint includes a support member. An electrical connector assembly for providing an electrical connection with a head restraint mounted component includes a first electrical connector connected to the support member. The first electrical connector is for supplying an electrical signal to the head restraint mounted component. A second electrical connector connected to the vehicle seat is connected to a source of a vehicle electrical signal. An auto-connect tube is secured to the vehicle seat frame and supports the second electrical connector. The auto-connect tube is adapted to receive the support member and to position and support the second electrical connector to automatically interconnect with the first electrical connector when the head restraint is installed on the vehicle seat. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The foregoing and other features of the present invention will become apparent to one skilled in the art to which the present invention relates upon consideration of the following description of the invention with reference to the accompanying drawings, in which: 
         FIG. 1  is a schematic illustration of a vehicle that includes an apparatus for helping to protect an occupant of a vehicle seat, according to the present invention; 
         FIG. 2  is a perspective view of a portion of the apparatus, illustrating the apparatus in a non-deployed condition; 
         FIG. 3  is a perspective view of a portion of the apparatus, illustrating the apparatus in a deployed condition; 
         FIG. 4  is a sectional view taken generally along line  4 - 4  in  FIG. 2 , with certain portions omitted for clarity; 
         FIG. 5  is a sectional view taken generally along line  5 - 5  in  FIG. 3 , with certain portions omitted for clarity; 
         FIG. 6  is a sectional view taken generally along line  6 - 6  in  FIG. 2 , with certain portions omitted for clarity; 
         FIGS. 7-9  are perspective views of certain portions of the apparatus; 
         FIG. 10  is a magnified view of a portion of the apparatus of  FIG. 6 ; 
         FIGS. 11A-11C  illustrate portions of the apparatus in different conditions; 
         FIG. 12  is a perspective view of a portion of the apparatus; 
         FIGS. 13A-13D  illustrate portions of the apparatus in different conditions; 
         FIGS. 14A-14E  illustrate an electrical connector assembly portion of the apparatus; 
         FIGS. 15A-14D  are schematic illustrations depicting the operation of the electrical connector assembly portion of the apparatus; and 
         FIGS. 16A-16D  illustrate an electrical connector assembly according to an alternative embodiment of the invention. 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The present invention relates to an apparatus for helping to protect an occupant of a vehicle. More particularly, referring to  FIG. 1 , the apparatus  10  comprises a vehicle occupant protection device in the form of an active head restraint  14  supported on a seat  20  of a vehicle  12 . As shown in  FIG. 1 , the vehicle seat  20  includes a seat base  22  mounted to the vehicle  12 . A seat frame  24  mounted to the seat base  22  supports a seat cushion  26  and a seat back  28 . The seat back  28  is adjustable to incline or decline relative to the seat base  22  and cushion  26 . 
     The active head restraint  14  is supported on the seat back  28  via a mount in the form of one or more support rods  40  connected to the seat frame  24 . The active head restraint  14  is supported in a position generally adjacent or above an upper end portion  30  of the seat back  28 . The active head restraint  14  has a normal, non-deployed condition illustrated generally in solid lines in  FIG. 1  (see also  FIGS. 2 and 4 ). The active head restraint  14  is actuatable to a deployed condition illustrated generally in dashed lines at  14 ′ in  FIG. 1  (see also  FIGS. 3 and 5 ). 
     The apparatus  10  includes a sensor  50 , illustrated schematically at in  FIG. 1 , for sensing an event for which deployment of the active head restraint  14  is desired, such as an impact or collision. In particular, the sensor  50  may be operative to sense a rear impact of the vehicle  12 . The sensor  50  may comprise one or more sensing devices (not shown), such as accelerometers, one or more controllers (not shown), or a combination of sensing devices and controllers located local to or remote from the active head restraint  14 . The active head restraint  14  is operatively connected to the sensor via lead wires  52 . 
     The sensor may comprise a standalone unit dedicated to sensing only conditions for which deployment of the active head restraint  14  is desired, such as a rear vehicle impact. Alternatively, the sensor  50  may be integrated with a vehicle restraint control module that controls the active head restraint  14  and other vehicle occupant protection devices, such as air bags, seat belts, inflatable curtains, and knee bolsters. In this configuration, the control module of which the sensor  50  forms a portion may actuate the active head restraint  14  or other vehicle occupant protection devices in response to the sensed event. For example, the control module may actuate the active head restraint  14  and other vehicle occupant protection devices in various combinations in response to different sensed conditions, such as a front impact, side impact, rear impact, offset impact, or a vehicle rollover. 
     The seat  20  may support a vehicle occupant  60 . In the embodiment illustrated in  FIG. 1 , the apparatus  10  is associated with the vehicle seat at a passenger side first row position in the vehicle  12 . The apparatus could, however, be associated with a seat in an alternative position (not shown) in the vehicle  12 , such as a driver position or a rearward seat position (e.g., 2 nd  row, 3 rd  row, etc.). 
     In the normally seated position illustrated in  FIG. 1 , the occupant&#39;s upper legs  62  and buttocks/pelvis  64  are supported on the seat cushion  26 , and the occupant&#39;s torso  66  is supported by and rests against the seat back  28 . As shown in  FIG. 1 , in the normally seated position, the occupant&#39;s head  68  may be positioned forward of the active head restraint  14 . 
     Referring to  FIGS. 2-5 , the active head restraint  14  includes a head restraint core  80  upon which a cover  82  (shown in dashed lines in  FIG. 2  only) is supported. The cover  82  may have any suitable configuration or construction. For example, the cover  82  may include one or more layers of energy absorbing material, such as foam padding, covered by an outer upholstery layer of material, such a fabric material, a leather material, or a synthetic material. On certain portions of the head restraint core  80 , such as a rear portion  84 , the cover  82  may have a different construction. For example, the cover  82  may be constructed of a plastic material on the rear portion  84  of the head restraint core  80 . 
     The head restraint core  80  includes a rear cover  100 , a base frame  150  that is connected to or otherwise supported on the rear cover, and a cushion carrier  350  supported on the base frame for sliding movement along a deployment axis  18 . A drive spring  500  biases the cushion carrier  350  to move relative to the base frame  150  along the deployment axis  18  toward the deployed condition (see  14 ′ in  FIG. 1 ). As shown in the figures, the deployment axis  18  extends generally diagonally, upward and forward toward the occupant&#39;s head  68  as viewed in  FIG. 1 . 
     As best shown in  FIG. 7 , the rear cover  100  is connectable with the support rod  40  to thereby connect the head restraint core  80  to the support rod. The support rod  40  comprises a single elongated piece of a material, such as a metal rod or tube, that is bent or otherwise formed to define an inverted, generally U-shaped portion that engages and is secured to the rear cover  100  and base frame  150  of the head restraint core  80 , as described below. Alternative configurations, such as two separate interconnected rods, could also be used to form the support rod  40 . 
     The rear cover  100  illustrated in  FIG. 7  is formed as a single piece of material, such as molded plastic. The rear cover  100  includes a generally flat, planar base wall  102  and a peripheral side wall  104  that extends transverse to the base wall along a periphery  106  of the base wall. The rear cover  100  also includes a pair of openings  110  spaced from each other along a lower portion  112  of the side wall  104 . The rear cover  100  also includes a pair of first support portions  114  that are positioned spaced from each other adjacent opposite lateral portions  116  of the side wall  104 . Each of the first support portions  114  is aligned with a respective one of the openings  110  in the lower portion  112  of the side wall  104 . The rear cover  100  further includes a pair of second support portions  120  that are positioned spaced from each other along an upper portion  122  of the side wall  104 . 
     In the illustrated embodiment, the rear cover  100  and base frame  150  are separate pieces connectable with each other via means (not shown) such as interlocking (e.g., snap-fit) portions, fasteners, or a combination of interlocking portions and fasteners. Alternatively, the rear cover  100  and base frame  150  could be formed as a single integrated component, e.g., via molding. 
     In the illustrated embodiment, the base frame  150  is connected to the rear cover  100  by known means (not shown), such as fasteners installed through respective fastener openings  152  in the base frame  150  and rear cover  100 . The support rod  40  extends through the openings in the rear cover  100  and is positioned against the first and second support portions  114  and  120  of the rear cover. With the support rod  40  in the position shown in  FIG. 7 , the base frame  150  is connected to the rear cover  100 . When the base frame  150  is connected to the rear cover  100 , the support rod  40  becomes clamped between a support rod receiving portion  154  of the base frame  150  and the second support portions  120  of the rear cover  100 . This connection is effective to secure the support rod  40  and form an assemblage of the support rod, rear cover  100 , and base frame  150 . 
     The base frame  150  includes a base portion  160  and a track portion  180 . The base portion  160  abuts the rear cover  100  and is secured to the rear cover. The track portion  180  extends from the base portion  160  away from the rear cover  100 . The track portion  180  supports the cushion carrier  350  for sliding movement along the deployment axis  18 . 
     The base portion  160  of the base frame  150  includes a central portion  162  and flange portions  164  that extend laterally from opposite sides of the central portion. The flange portions  164  include base portions  166  that abut the rear cover  100  and through which fastener openings  152  extend. The fastener openings  152  are configured to receive fasteners (not shown) for securing the base frame  150  to the rear cover  100 . Reinforcing portions  170  extend between the base portions  166  and the track portion  180  and help improve the strength and structural integrity of the base frame  150 . 
     The central portion  162  of the base frame  150  includes an actuator support portion  172  positioned at a lower extent of the central portion, as viewed in  FIGS. 6 and 8 . The actuator support portion  172  is configured to receive and mate with an actuator associated with a release mechanism (not shown in  FIGS. 6 and 8 ) that is discussed below in greater detail. The shape and form of the actuator support portion  172  may correspond to the shape and form of the actuator. 
     The central portion  162  of the base frame  150  also includes a spring support portion  174  for receiving an end portion of the drive spring  500  of the head restraint core  80 . The spring support portion  174  is generally elongated and rectangular in shape and is centered generally on the deployment axis  18 . The spring support portion  174  projects from the central portion  162  along the deployment axis  18 . The spring support portion includes a slot  166  for receiving a tongue portion of a release latch mechanism (not shown in  FIGS. 6 and 8 ) of the head restraint core  80 . 
     The track portion  180  of the base frame  150  includes a portion that defines a fixed track member  182  of the head restraint core  80 . The fixed track member  182  extends away from the base wall  102  of the rear cover  100  in a direction generally parallel to the deployment axis  18  of the head restraint core  80 . The fixed track member  182  defines a generally rectangular or rectilinear channel  184 . The fixed track member  182  includes spaced beam portions  190  that extend generally parallel to the deployment axis  18 . The beam portions  190  have generally squared C-shaped configurations, each including a vertical member  192 , an upper cross-member  194 , and a lower cross-member  196 . The beam portions  190  thus serve in the manner of a C-shaped beam to help improve the strength and rigidity of the fixed track member  182 . 
     The beam portions  190  are spaced laterally from each other and oriented such that opposing surfaces  200  of the beams, defined by respective surfaces of the vertical members  192  and the cross-members  194  and  196 , help define opposite lateral extents of the channel  184 . The opposing surfaces  200  have a squared C-shaped configuration, thus giving the channel  184  its generally rectangular or rectilinear configuration. Latch members  210  positioned in the channel  184  adjacent each beam portion  190  have leg portions  212  that extend away from the central portion  162  of the base frame  150  in a direction generally parallel to the deployment axis  18 . Each latch member  210  has a terminal latch hook portion  214  that projects laterally from the leg portion  212  toward the vertical member  192  of the adjacent beam portion  190 . The latch members  210  have generally resilient configurations and can be deflected toward or away from the deployment axis  18 . 
     The beam portions  190  are interconnected with each other via an upper transverse portion  220  of the fixed track member  182 . The upper transverse portion  220  includes respective vertical members  222  that extend vertically upward, as viewed in  FIGS. 6 and 8 , from the upper cross-members  194  of the beam portions  190 . The upper transverse portion  220  also includes a cross member  224  that extends between and interconnects the vertical members  222 . The upper transverse portion  220  helps define a lock channel  226 . The fixed track member  182  may also include lower reinforcing members  230  that extend vertically downward, as viewed in  FIGS. 6 and 8 , from the lower cross-members  196  of the beam portions  190 . 
     The beam portions  190 , upper transverse portion  220 , the lower reinforcing members  230 , or any combination of these elements, may be connected to and extend from the base wall  102  of the rear cover  100  (see, e.g.,  FIG. 7 ). This may be achieved, for example, by molding the beam portions  190 , the upper transverse portion  220 , the lower reinforcing members  230 , or any combination of these elements with the base wall  102  as a single piece of molded plastic material. 
     The lock channel  226  is configured to receive and support a non-return pawl  250 . Referring to  FIGS. 4 ,  5 ,  8 , and  12 , the non-return pawl  250  includes spaced elongated pawl arm portions  252  interconnected by a central cross member  254  and a front cross member  256 . A reset lever  260  extends perpendicularly from the central cross member  254  in a direction generally upward as viewed in  FIGS. 4 ,  5 , and  12 . 
     Each pawl arm portion  252  includes a terminal end portion  262  that defines a rack engaging portion  264  of the non-return pawl  250 . The rack engaging portions  264  extend angularly from the pawl arm portions  252  in directions generally downward and forward as viewed in  FIGS. 4 ,  5 , and  12 . 
     The rack engaging portions  264  include a generally planar, downwardly facing lower rack engaging surface  270  and a generally planar, forward facing stop surface  272  that intersects the rack engaging surface at an acute angle. As best shown in  FIGS. 4 and 5 , the rack engaging portions  264  project generally downward from the pawl arm portions  252  such that the rack engaging portions are positioned offset from and vertically below a lower surface  274  of the pawl arm portions. 
     Each pawl arm portion  252  also includes a terminal end portion opposite the rack engaging portions that defines a pivot portion  276  of the non-return pawl  250 . Each pivot portion  276  includes generally rounded pivot surfaces  280  that are received in and engage corresponding non-return latch receiving portions  282  of the base frame  150  (see  FIG. 8 ). The pivot surfaces  280  are centered on a pivot axis  284  of the non-return pawl  250 . Each pivot portion  276  also includes a retention member  286  that projects laterally outward from an outer surface  288  of the pivot portion. The retention portions  286  have a generally elongated tapered configuration and extend generally parallel to the length of the pawl arms  252 . 
     The non-return pawl  250  also includes a spring receiving portion  290  that projects inward from one of the pivot portions toward the other of the pivot portions  280 . The spring receiving portion  290  has a generally cylindrical configuration and is centered along with the pivot portions  280  on the pivot axis  284  of the non-return pawl  250 . The non-return pawl  250  further includes a reset pin  292  that projects laterally from an outer surface of one of the pawl arm portions  252  adjacent or near the rack engaging portion  264 . The reset pin  292  has a generally cylindrical configuration and is aligned with the front cross member  256 . 
     To assemble the non-return pawl  250  with the base frame  150 , the pivot portions  280  are installed in the corresponding non-return latch receiving portions  282  of the base frame  150  (see  FIG. 8 ). As shown in  FIG. 8 , the non-return latch receiving portions  282  include a cylindrical pawl receiving surface  292  upon which the pivot surfaces  280  of the pawl arm portions  252  are held and supported for pivoting movement about the pivot axis  284 . As the non-return pawl  250  pivots about the pivot axis  284 , the pivot portions  280  slide on the pawl receiving surface  292 . 
     The non-return pawl receiving portions  282  also include lateral retention walls  294  that maintain the lateral position of the non-return pawl  250 . The retention walls  294  leave a gap or opening  296  through which the retention portions  286  of the pawl arm portions  252  extend when the non-return pawl  250  is installed. To do this, the non-return pawl  250  is installed at an angle relative to the base frame  150  that falls within a predetermined range so that the elongated retention portions pass through the openings  296 . Once installed, the non-return pawl  250  is pivoted upward to a position such that the retention portions  286  are blocked from removal by the retention walls  294 , thus locking the non-return pawl  250  in the non-return pawl receiving portion  282  of the base frame  150 . Thereafter, when a sliding track member  370  of the cushion carrier  350  is installed in the fixed track member  182  of the base frame  150 , the non-return pawl  250  is prevented from pivoting to a position where it can be removed from the non-return pawl receiving portion  282 . 
     In the installed condition (see  FIGS. 4 and 5 ), a non-return pawl biasing coil spring  300  is installed. A central coil portion  302  of the coil spring  300  is installed on the spring receiving portion  290 . A first end portion  304  of the coil spring  300  is secured or placed in engagement with the base frame  150  and a second end portion  306  is secured or placed in engagement with the non-return pawl  250 . The coil spring  300  biases the non-return pawl  250  such that rack engaging portions  264  are urged into engagement with rack latch portions  402  on the cushion carrier  350 . 
     Referring to  FIGS. 2-5  and  9 , the cushion carrier  350  includes a cushion support portion  352  with a front wall  354  and a side wall  356  that projects from the front wall about a periphery of the front wall. The side wall  356  includes a series of connecting portions  360  spaced about the periphery of the cushion carrier  350  for securing the cover  82  (see  FIGS. 2 and 3 ) to the cushion carrier  350 . 
     The cushion carrier  350  includes a portion that defines a sliding track member  370  of the head restraint core  80 . For example, the sliding track member  370  may be formed integrally with the cushion carrier  350 , e.g., via molding. Alternatively, the sliding track member  370  could be formed as a piece separate from and connectable with the cushion carrier  350 , e.g., via fasteners or a snap-fit that connects the sliding track member to the front wall  354  of the cushion carrier. 
     The sliding track member  370  extends away from the front wall  354  of the cushion carrier  350  along the deployment axis  18  of the head restraint core  80 . As best shown in  FIGS. 6 and 9 , the sliding track member  370  has a generally rectangular configuration and includes two generally rectangular box-shaped sliding frames  372  ( FIG. 9 ) spaced laterally from each other. The sliding frames  372  extend generally parallel to the deployment axis  18 . Each sliding frame  372  includes upper and lower walls  374  and  376 , respectively, that extend generally horizontally (as viewed in  FIG. 6 ) and lateral end walls  380  and  382 , respectively, that extend generally vertically (as viewed in  FIG. 6 ). The end walls  380  and  382  extend between and interconnect the upper and lower walls  374  and  376 . The sliding frames  372  thus have a generally closed configuration, which helps improve the strength and rigidity of the sliding track member  370 . 
     The sliding track member  370  may also include lower reinforcing members  384  that extend vertically downward from each lower wall  376  of the sliding frame  372 . The reinforcing members  384  provide a corner brace between the lower walls  376  and the front wall  354  of the cushion carrier  350 . The upper walls  374 , lower walls  376 , end walls  380  and  382 , and reinforcing portions  384 , or any combination of these elements, may be connected to and extend from the front wall  354  of the cushion carrier  350 . This may be achieved, for example, by forming the upper wall  374 , lower wall  376 , end walls  380  and  382 , reinforcing portions  384 , or any combination of these elements with the front wall  354  as a single piece of molded plastic material. 
     The cushion carrier  350  also includes a spring support portion  390  for receiving an end portion of the drive spring  500  opposite the end portion received by the spring support portion  174  of the base frame  150 . The spring support portion  390  is positioned in a space  394  defined between the sliding frames  372 . The spring support portion  390  is centered generally on the deployment axis  18  and projects from the front wall  354  in a direction generally parallel to the deployment axis. The spring support portion  390  has a generally elongated rectangular configuration and includes a slot  392  for receiving the tongue portion of the release latch (not shown in  FIGS. 6 and 9 ). 
     The cushion carrier  350  further includes a non-return latch portion  400  positioned above the upper walls  374  of the sliding frames  372 . The non-return latch portion  400  includes two latch rack portions  402  that are spaced apart from each other, one positioned on the upper wall  374  of one sliding frame  372  and one positioned on the upper wall of the other sliding frame. The latch rack portions  402  have stepped configurations and include a plurality of steps  410  that step upward toward the front wall  354  of the cushion carrier  350 . Each step  410  includes a sliding surface  412  and a latching surface  414  that extends transverse to the sliding surface, generally vertically as viewed in  FIG. 9 . 
     The non-return latch portion  400  also includes a latch reset guide  420  that projects vertically from the upper wall  374  of the leftmost sliding frame  372  as viewed in  FIG. 9 . The latch reset guide  420  is positioned just to the left of the leftmost latch rack  402  portion as viewed in  FIG. 9 . The latch reset guide  420  includes a vertical support wall  422  that intersects and extends from the front wall  354  of the cushion carrier  350  to adjacent or near a terminal latch surface  424  of the adjacent latch rack portion  402 . The latch reset guide  420  also includes an overhang portion  426  that extends along a portion of an upper edge portion  430  of the support wall  422  and projects toward the adjacent latch rack portion  402 . The overhang portion  426  terminates short of the front wall  354  of the cushion carrier  350 , forming a reset gap  432  between the terminal end of the overhang portion and the front wall. 
     The base frame  150  supports the cushion carrier  350  for movement along the deployment axis  18  in generally fore and aft directions in the vehicle  12  between the non-deployed condition ( FIGS. 2 and 4 ) and the deployed condition ( FIGS. 3 and 5 ). The fixed track member  182  of the base frame  150  and the sliding track member  370  of the cushion carrier  350 , in combination, help form a track assembly  440  ( FIGS. 2-5 ) for facilitating movement of the cushion carrier  350  relative to the base frame  150  along the deployment axis  18 . 
     As best shown in FIGS.  6  and  8 - 10 , the sliding track member  370  includes first interface portions  442  that engage second interface  444  portions on the fixed track member  182  and support the sliding track member  370  for sliding movement relative to the fixed track member. A pair of first interface portions  442  are located at each of four corner locations of the sliding frame  372 , i.e., at the two intersections between the upper walls  374  and the end walls  380  and  382 , and at the two intersections between the lower walls  376  and the end walls  380  and  382 . 
     A complementary pair of second interface portions  444  are located at each of the four corner locations of the rectangular channel  184  of the fixed track member  182 , i.e., at the two intersections between the upper cross-members  194  and the vertical members  192 , and at the two intersections between the lower cross-members  196  and the vertical members  192 . To illustrate the configuration of the interface portions  442  and  444  in detail, a magnified view of one of the corners of a sliding frame  372  and corresponding rectangular channel  184 , particularly the lower right corner as viewed in  FIG. 6 , is illustrated in  FIG. 10 . 
     The first interface portions  442  comprise axially extending beads  450  that extend along the length of the sliding frame  372  and have generally rectangular cross-sections. Alternatively, the beads  450  may have rounded cross-sections, rectangular cross-sections with rounded corners, or rectangular cross-sections with chamfered corners. The direction in which the first interface portions  442  extend is generally parallel to the deployment axis  18 . One of the first interface portions  442  projects from a lower surface  452  of the lower wall  376  of the sliding frame  372 . Another of the first interface portions  442  projects from an outer surface  454  of the lateral end wall  382  of the sliding frame  372 . Those skilled in the art will appreciate that the interface portions associated with intersections at the other corner locations of the sliding frame not shown in  FIG. 10  (see  FIGS. 6 and 9 ) project similarly from the lower surface of the lower wall  376 , an upper surface of the upper wall  374 , and the outer surface of the lateral end walls  380  and  382  at those respective corner locations. 
     One of the second interface portions  444  projects from the opposing surface  200  of the lower cross-member  196  of the beam portion  190  of the fixed track member  182 . Another of the second interface portions  444  projects from the opposing surface  200  of the vertical member  192  of the beam portion  190  of the fixed track member  182 . Those skilled in the art will appreciate that the second interface portions  444  associated with intersections at the other corner locations of the fixed track member  182  not shown in  FIG. 10  (see  FIGS. 6 and 8 ) project similarly from the opposing surfaces  200  of the lower cross-member  196 , the upper cross-member  194 , and the vertical member  192 , respectively, at those respective corner locations. 
     As best shown in  FIG. 6 , the sliding track member  370  is supported for sliding movement within the channel  184  of the fixed track member  182 . More particularly, the sliding track member  370  is supported for sliding movement on the fixed track member  182  by the first and second interface portions  442  and  444 . The first interface portions  442  on the sliding frame  372  of the sliding track member  370  engage and slide along the corresponding second interface portions  444  of the opposing surfaces  200  of the beam portions  190  of the fixed track member  182 . The first and second interface portions  442  and  444  provide engagement between the fixed track member  182  and sliding frame  370  that has a relatively small surface area, which facilitates sliding movement through reduced friction. 
     In  FIG. 10 , the interface portion  442  on the lower surface  452  of the sliding frame  370  engages the interface portion  444  on the adjacent surface of the lower cross-member  196 . The interface portion  442  on the outer surface  454  of the lateral end wall  382  of the sliding frame  372  likewise engages the interface portion  444  on the adjacent surface of the vertical member  192  of the beam portion  190  of the fixed track member  182 . Those skilled in the art will appreciate that the interface portions  444  associated with intersections at the other corner locations of the sliding frame  372  not shown in  FIG. 10  (see  FIGS. 6 ,  8 , and  9 ) engage respective interface portions of the fixed track member  182 . 
     Referring to  FIG. 4 , in the non-deployed condition of the head restraint core  80 , the drive spring  500  is arranged in compression within the space  394  defined between the sliding frames  372  and is supported at opposite ends by the respective spring support portions  174  and  390  of the base frame  150  and the cushion carrier  350 . The coil of the drive spring  500  has an inside diameter that fits over the spring support portions  174  and  390  with a close fit. The drive spring  500  is configured and arranged in compression to provide a driving or actuating force to move the head restraint core  80  from the non-deployed condition of  FIGS. 2 and 4  to the deployed condition of  FIGS. 3 and 5 . 
     The drive spring  500  may have various alternative configurations. For example, in one embodiment, the drive spring  500  may comprise a single spring that applies the driving force for actuating the head restraint core  80 . As an alternative, the drive spring  500  may comprise two or more springs for applying a driving force that varies during deployment. For instance, the drive spring may comprise two springs, one having a length that is shorter than the other and having a diameter smaller than the other. The shorter, smaller diameter spring could be positioned concentrically with the larger spring within the inside diameter of the larger spring. In this instance, both springs would initially apply the driving force to the cushion carrier  350 , with the shorter spring becoming fully extended and ceasing to apply driving force at a predetermined point, thus allowing the longer spring to continue driving the cushion carrier to the fully extended condition. Thus, in this configuration, the cushion carrier  350  may be deployed initially with a first driving force by both springs followed by a second, comparatively lesser or weaker driving force by a single spring. 
     In another example configuration, the drive spring  500  may not exert the driving force over the full distance of travel of the cushion carrier  350 . The drive spring  500  may, for instance, be unconnected to the head restraint core  80  at one end and have a length selected such that the spring becomes fully extended prior to the cushion carrier  350  reaching the fully deployed condition. In this instance, the drive spring  500 , when fully extended, would release or “launch” the cushion carrier  350  to travel to the fully deployed condition under its own momentum. 
     In yet another configuration, the drive spring  500  may comprise a variable rate spring that has a variable force versus displacement characteristics that are selected to achieve the desired deployment characteristics of the head restraint core  80 . For example, the drive spring  500  may be selected to have a stiffness that increases proportionally with the degree to which the drive spring is compressed. Thus, in this example, the drive spring  500  would exert greater degree of force initially, and thereafter exert a lesser degree of force as the spring deploys or decompresses. 
     The head restraint core  80  of the active head restraint  14  also includes a release mechanism  510 . The release mechanism  510  functions to maintain the head restraint core  80  in the non-deployed condition and is actuatable to release the head restraint core to move to the deployed condition under the driving force of the drive spring. The release mechanism  510  may comprise any suitable structure capable of releasably locking the active head restraint  14  in the non-deployed condition. One particular embodiment of the release mechanism  510  is shown in  FIGS. 4 and 5  and is illustrated in greater detail in  FIGS. 11A-11C . 
     The release mechanism  510  includes a latch mechanism  512  secured to the base frame  150  and a tongue  514  that is secured to the cushion carrier  350  and moves with the cushion carrier  350  relative to the base frame  150 . The tongue  514  is a generally elongated member constructed of a metal plate material or other suitably strong and durable material. The tongue  514  has a main body portion  520  that extends through the slot  392  in the spring support portion  390  of the cushion carrier  350  and through the central space  502  of the drive spring  500 . 
     The tongue  514  has a mounting portion  522  for securing the tongue to the cushion carrier  250 . The mounting portion  522  may have any configuration suited to connect the tongue  514  to the cushion carrier  350 . For example, as shown in the illustrated embodiment, the metal plate from which the tongue  514  is formed is cut and bent to form mounting flanges  524  that extend perpendicularly from the main body portion  520 . In this example configuration, openings  526  in the mounting flanges  524  receive fasteners (not shown) that pass through the openings and connect the mounting portion  522  to the cushion carrier  350 . 
     Opposite the mounting portion  522 , the tongue  514  includes a hook portion  530  that engages the latching mechanism  512 . The hook portion  530  has a generally rounded terminal end portion  532  that helps define a latch engaging surface  534  of the tongue  514 . The latch engaging surface  530  of the end portion  532  defines a recess  536  into which a portion of the latch mechanism  512  enters and engages the latch engaging surface  530 . 
     The latching mechanism  512  includes a latch frame  550  that is secured to the base frame  150 . The latch frame  550  supports a latch member  552  for pivotal movement about a first axis  554  and a blocking member  560  supported for pivotal movement about a second axis  562 . A double coil spring  564  biases the latch member  552  to pivot about the first axis  554  in a clockwise direction as viewed in  FIGS. 11A-11C . The double coil spring  564  also biases the blocking member  560  to pivot about the second axis  562  in a counterclockwise direction as viewed in  FIGS. 11A-11C . 
     The latch member  552  includes a hub portion  570  with a central opening for receiving a first pin  574  supported by the latch frame  550  to thereby connect the latch member to the latch frame. The double coil spring  564  has a first coiled portion  582  that is fit onto the first pin  574 . The latch member  552  includes a spring engaging portion  586  that extends or projects from the hub portion  570  in a direction generally vertically as viewed in  FIGS. 11A-11C . The spring engaging portion  586  includes surfaces that meet each other at an angle to form a notch  590  that receives a first end portion  580  of the double coil spring  564 . 
     The latch member  552  also includes a tongue engaging portion  592  that receives the hook portion  530  of the tongue  514 . The tongue engaging portion  592  extends or projects from the hub portion  570  in a direction generally horizontally to the right as viewed in  FIGS. 11A-11C . The tongue engaging portion  592  includes an upwardly extending terminal end portion  594  that defines a tongue engaging surface  596  of the latch member  552 . The tongue engaging portion  596  and the spring engaging portion  586  together help define a recess  600  that receives the hook portion  530  of the tongue  514 . 
     The blocking member  560  includes a hub portion  602  with a central opening for receiving a second pin  606  supported by the latch frame  550  to thereby connect the blocking member to the latch frame. The double coil spring  564  includes a second coiled portion  612  that is fit onto the second pin  606 . The blocking member  560  includes a spring engaging portion  616  in the form of a generally straight arm that extends or projects from the hub portion  602  in a direction generally vertically as viewed in  FIGS. 11A-11C . The double coil spring  564  includes a second end portion  614  that engages the spring engaging portion  616  of the blocking member  560 . As shown in  FIG. 11B , a corner portion  620  of a terminal end of the spring engaging portion  616  is received in and engages a notch  622  formed in the tongue engaging portion  592  of the latch member  552 . 
     The double coil spring  564  has a central connector portion  584  that extends between and connects the first and second coil portions  582  and  612 . The central connector portion  584  allows the second pin  606  to serve as a reaction member for the bias of the first coiled portion  582 . Conversely, the central connector portion  584  allows the first pin  574  to serve as a reaction member for the bias of the second coiled portion  612 . 
     The blocking member  560  also includes an actuator arm  624  that extends or projects from the hub portion  602  in a direction generally horizontally to the left as viewed in  FIGS. 11A-11C . The actuator arm  624  has a generally elongated, straight and rectangular configuration. The blocking member  560  also includes a counterbalance arm  630  that extends or projects from the hub portion  602  in a direction generally to the right as viewed in  FIGS. 11A-11C  and includes a generally downturned end portion. The counterbalance arm  630  serves to make the blocking member  560  inertially neutral about the axis  562 . This helps prevent movement of the vehicle  12 , such as those experienced during normal or routine driving conditions, from imparting rotation of the blocking member  560 . 
     The release mechanism  510  further includes an actuator  640  for actuating the latching mechanism  512 . The actuator  640  may comprise any actuatable device suited to provide repeatable and reliable actuation of the latching mechanism  512 . For example, in the illustrated embodiment, the actuator  640  comprises a solenoid. The solenoid is energizeable to move an actuator pin  642  into engagement with the actuator arm  624  of the blocking member  560 . Alternatively, the actuator  640  may comprise a pyrotechnic device (not shown), such as a squib or initiator, arranged in a cylinder to drive a piston that moves a similar actuator pin. As a further alternative, the actuator  640  may comprise an actuatable fastener (not shown), such as a separation bolt, arranged to move or release the blocking member  560 . Such an actuatable fastener may, for example, have a configuration similar or identical to any of those shown in U.S. Pat. No. 7,240,917 B2 and U.S. Pat. No. 6,746,044 B2, which are hereby incorporated by reference in their entirety. 
     The release mechanism  510  is movable between a locking condition ( FIGS. 11A and 11B ) in which the head restraint core  80  is maintained in the non-deployed condition and a non-locking condition ( FIG. 11C ) in which the head restraint core is actuated to the deployed condition. In the locking condition, the blocking member  560  maintains the position of the latch member  552  to that illustrated in  FIGS. 11A and 11B  against the bias of the double coil spring  564 . The double coil spring  564  biases the blocking member  560  toward the position illustrated in  FIGS. 11A and 11B . In this condition, the corner portion  620  of the spring engaging portion  616  is received in and engages the notch  622  formed in the tongue engaging portion  592  of the latch member  552  and thereby helps maintain the latching mechanism  512  in the locking condition and the head restraint core  80  in the non-deployed condition. In this condition, the tongue engaging portion  592  of the latch member  552  receives the hook portion  530  of the tongue  514  such that the latch engaging surface  534  of the hook portion engages the tongue engaging surface  596  of the latch member  552 . 
     Upon sensing the occurrence of an event for which deployment of the active head restraint  14  is desired, such as a rear impact to the vehicle having a magnitude that meets or exceeds a predetermined threshold, the sensor  50  provides a signal to the actuator  640  of the release mechanism  510  via the lead wires  52 . Upon receiving the signal from the sensor  50 , the actuator  640  is actuated to actuate the release mechanism  510  to thereby release the cushion carrier  350  to move toward the deployed condition. The active head restraint  14 , when in the deployed condition, helps protect the vehicle occupant  60  helping to cushion, restrain, or otherwise prevent certain movements of the occupant&#39;s head and neck. 
     Referring to  FIG. 11C , when the actuator  640  is actuated, i.e., energized, the actuator pin  642  is thrust axially into engagement with the actuator arm  624  of the blocking member  560 . To help ensure that the actuator  640  actuates the release mechanism  510 , the controller  50  may be configured to energize the actuator more than once in rapid succession. As a result, the blocking member  560  pivots clockwise as viewed in  FIG. 11C  against the bias of the double coil spring  564 . When this occurs, the corner portion  620  of the spring engaging portion  616  moves out of the notch  622  in the tongue engaging portion  592  of the latch member  552 . This allows the latch member  550  to pivot clockwise as viewed in  FIG. 11C  under the bias of the double coil spring  564 . When this occurs, the tongue engaging portion  592  of the latch member  552  moves out of engagement with the hook portion  530  of the tongue  514 , thus releasing the tongue  514  and thus the cushion carrier  350  to move along the deployment axis  18  toward the deployed condition. 
     When the cushion carrier  350  reaches the end of travel, the cushion carrier engages the latch hook portions  214  of the latch members  210 . This prevents the cushion carrier  350  from moving further along the deployment axis  18 . Advantageously, the end-of-travel stopping functionality of the head restraint core  80  is configured integrally with the base frame  150 , thus eliminating the need for additional parts to provide this function. 
     Advantageously, the latch engaging surface  534  of the hook portion  530  has a rounded configuration so that the hook portion engages the tongue engaging portion  592  at a point along the latch engaging surface of the hook portion. This helps minimize the contact area between the hook portion  530  and the latch member  552 , which helps reduce friction and therefore the resistance to movement of the latch member in releasing the tongue  514 . This helps improve, i.e., reduce the delay between actuation of the release mechanism  510  and deployment of the cushion carrier  350 . 
     As the cushion carrier  350  moves toward the deployed condition, the sliding track member  370  slides within the channel  184  along the fixed track member  182 , riding on and supported by the second interface portions  444 . The first interface portions  442  on the sliding track member  370  engage and slide along the corresponding first interface portions  442  on the beam portions  190 . This provides reduced frictional resistance to deployment due to the small surface area over which the interface portions  442  and  444  engage each another. 
     Also, as shown in  FIG. 6 , the interface portions  442  and  444  are fit within the channel  184  with a relatively close tolerance, thus helping to prevent the parts from moving relative to each other and rattling during vehicle operation. Those skilled in the art will thus appreciate that this design is advantageous in that it helps prevent such rattling while promoting low frictional resistance to deployment. 
     Further, the opposed channel, dual C-shaped configuration of the fixed track member  182 , coupled with the closed, reinforced boxed configuration of the sliding track member  370 , provides relatively high strength construction. Those skilled in the art will appreciate that the fixed and sliding track members  182  and  370 , thus configured, exhibit high resistance to torsional deflection or (e.g., twisting) and lateral flexure (e.g., bending). 
     As best illustrated in  FIGS. 4-5  and  13 A- 13 D, as the cushion carrier  350  moves in the deployment direction indicated generally by the arrow in  FIGS. 13A and 13B , the rack engaging portions  264  of the non-return pawl slide along the steps  410  of the corresponding latch rack portions  400 . As the cushion carrier  350  moves toward the deployed condition, the lower rack engaging surfaces  270  of the rack engaging portions  264  slide over the sliding surfaces  412  of the steps  410 . If the cushion carrier  350  is moved in a against the bias of the deployment spring  500  toward the non-deployed condition, the stop surfaces  272  of the rack engaging portions  264  engage the latching surfaces  414  of the steps  410  (see  FIG. 13B ), thus preventing further movement of the cushion carrier  350  against the bias of the deployment spring  500 . The non-return mechanism thus helps to maintain the cushion carrier  350  at the forwardmost position achieved during deployment. Advantageously, if the forces urging the cushion carrier  350  opposite the deployment direction are removed, the cushion carrier  350  can resume movement in the deployment direction under the bias of the deployment spring. 
     The head restraint core  80  may include means for indicating that the head restraint has deployed and that resetting is required. This may be especially advantageous in an instance where the axial distance that cushion carrier  350  deploys is small and not readily noticeable. Such indicating means can be implemented in a variety of manners. As shown in  FIGS. 4 and 5 , in the illustrated embodiment, a deployment indicator  650  is formed on the rear cover  100  of the head restraint core  80 . The deployment indicator  650  may, for example, be formed as a decal, emblem, or paint in a high visibility color and may include a message or symbol indicative of head restraint deployment. The deployment indicator  650  could be positioned in an alternative location, such as on the base frame  150 . 
     When the actuator  640  is de-energized, the actuator pin  642  moves axially out of engagement with the actuator arm  624  of the blocking member  560 . The bias of the double coil spring  564 , however, maintains the latch member  552  and blocking member  560  in the actuated positions illustrated in  FIG. 11C . To reset the release mechanism  510  to the non-deployed condition of  FIGS. 11A and 11B , the cushion carrier  350  is moved manually along the deployment axis  18  toward the non-deployed condition against the bias of the drive spring  500 . In order to move the cushion carrier  350  manually toward the non-deployed condition, however, it is necessary to move and maintain the non-return pawl  250  in a non-locking condition. 
     Advantageously, after deployment, the reset lever  260  on the non-return pawl  250  and the reset guide  420  on the cushion carrier  350  combine to aid in resetting the active head restraint  14  to the non-deployed condition. As shown in  FIGS. 5 and 13B , when the head restraint core  80  is in the deployed condition, the reset lever  260  is accessible in the space  278  between the cushion carrier  350  and the rear cover  100 . This allows the non-return pawl  250  to be urged manually to pivot about the axis  284  and move out of engagement with the latch rack portions  400  so that the cushion carrier  350  can be moved against the spring bias of the drive spring  500  toward the non-deployed condition, as indicated generally by the arrow in  FIGS. 13C and 13D . 
     Referring to  FIGS. 4 ,  4 ,  13 C, and  13 D, when the cushion carrier  350  is moved a predetermined distance in the deployment direction, the latch reset guide  420  moves relative to the reset pin  292  to a point at which the reset lever  260  can be released. When this occurs, the non-return pawl moves under the bias of the spring  300  so that the reset pin  292  engages the latch reset guide  420 , which prevents the rack engaging portions  264  of the non-return pawl  250  from engaging the rack latch portions  402  on the cushion carrier. This allows for continued movement of the cushion carrier  350  toward the non-deployed condition without manually maintaining the non-return pawl  250  out of engagement with the latch rack portions  400 . 
     The cushion carrier  350  can thus be moved further towards the non-deployed condition as access to the space  278  between the cushion carrier  350  and the rear cover  100  is closed-off. When the reset pin  292  clears the latch reset guide  420 , the reset pin moves through the reset gap  432  on the overhang portion  426  of the latch reset guide  420 , which permits the non-return pawl  250  to pivot into engagement with the latch rack portions  400  under the bias of the spring  300 . 
     Referring to  FIGS. 11A-11C , as the cushion carrier  350  is moved manually along the deployment axis  18  toward the non-deployed condition, a reset surface  644  of the hook portion  530  engages a reset surface  646  of the latch member  552 , causing the latch member to pivot counterclockwise about the axis  554  as viewed in  FIG. 11C  against the bias of the double coil spring  564  toward the non-deployed condition. This causes the blocking member  560  to pivot counterclockwise under the bias of the double coil spring  564 . 
     As the blocking member  560  pivots, an outer surface  618  of the spring engaging portion  616  engages and slides over an outer surface  598  of the latch arm  592 . As this sliding takes place, that the corner portion  620  of the spring engaging portion  616  approaches the notch  622  in the tongue engaging portion  592 . When the latch member  552  reaches the non-deployed condition, the corner portion  620  enters the notch  622 , thereby placing the latching mechanism  512  in the non-deployed condition. When the force urging the cushion carrier  350  against the bias of the drive spring  500  is released, the double coil spring  564  biases the latch member  552  and the blocking member  560  against each other, thus maintaining the corner portion  620  engaged in the notch  622 . This maintains the release mechanism  510  in the locking condition and thereby maintains the active headrest core  80  in the non-deployed condition of  FIGS. 11A and 11B , ready for actuation via the actuator  640  as described above. The active headrest core  80  is thus configured for easy and simplified resetting. 
     Advantageously, the release mechanism  510 , more specifically the tongue  514 , latch frame  550 , latch member  552 , and blocking member  554 , may be constructed primarily of metal components that are not as susceptible to fatigue or creep as plastic. This is beneficial since it is these components that withstand the bias of the drive spring  500  while the head restraint core  80  is maintained in the non-deployed condition. Also, in bearing the load of the drive spring  500 , the tongue  514  may serve the dual purpose of transferring the driving force to the cushion carrier  350  while also providing lateral or anti-buckling support for the drive spring  500 . 
     Referring to  FIGS. 2-5  and  14 A- 14 E, the head restraint  14  also includes an electrical connector assembly  700  for facilitating an electrical connection between an electrical system of the vehicle  12 , such as the sensor  50  and lead wires  52 , and a head restraint mounted component, such as the actuator  640  of the release mechanism  510 . The electrical connector assembly  700  includes a first electrical connector part, hereinafter referred to as the first connector  702 , that is connected to or otherwise associated with the head restraint  14  (see  FIGS. 2 and 3 ). The electrical connector assembly  700  also includes a second electrical connector part, hereinafter referred to as the second connector  704 , that is connected to or otherwise associated with the vehicle seat  20  (see FIGS.  1  and  19 - 21 ). 
     The first and second connectors  702  and  704  may be of any suitable connector type known in the art, such as a friction-fit male/female electrical connector. One example of such a connector is known in the art as an RCA connector. Also, the gender of the first and second connectors  702  and  704  may be interchangeable. Thus, in the illustrated embodiments, the first connector  702  may be a female connector and the second connector  704  a male connector, or vice versa. 
     The connector assembly  700  also includes an auto-connect tube  710  that is associated with the vehicle seat  20 . The auto-connect tube  710  is generally cylindrical in form and has a body portion  712  defining an interior chamber  714  that extends along a central longitudinal axis  738  of the auto-connect tube  710 . A connector portion  716  located at a first or upper end  718  of the auto-connect tube  710  includes a series of retention clips  720  arranged peripherally about the end of the tube. 
     At a second or lower end  730  of the auto connect tube  710  opposite the upper end  718 , the tube includes a connector receiving portion  732 . As shown in  FIG. 14 , the connector receiving portion  732  may have a diameter slightly reduced from that of the body portion  712 . The connector receiving portion  732  terminates with an end wall  734 , through which a wire receiving aperture  736  extends. 
     To secure the auto-connect tube  710  to the seat frame  26 , the connector portion  716  is passed through an opening  740  in a lower member  742  of the frame. The retention clips  720  have angled surfaces  744  that engage the seat frame  26  about the periphery of the opening  740  as they initially pass through the opening, causing the clips to deflect inward toward the axis  738 . Once through the opening  740 , the clips  720  snap into place, with lower surfaces  746  of the clips engaging the frame  26  and preventing the auto-connect tube  710  from being removed from the frame. 
     Once the auto-connect tube  710  is connected to the seat frame  26 , a head restraint guide/height adjustment sleeve  750  is inserted through the top of the seat  20  and through a corresponding opening  752  in an upper member  754  of the seat frame  26 . The adjustment sleeve  750  is generally cylindrical in form and has a body portion  760  that extends along a central longitudinal axis  762  of the adjustment sleeve  750 . The adjustment sleeve  750  is constructed to accommodate the support members  40  of the head restraint  14  to connect the head restraint to the vehicle seat  20 . 
     A head restraint position locking mechanism  764  is located at a first or upper end  766  of the adjustment sleeve  750 . At a second or lower end  770  of the adjustment sleeve  750  opposite the upper end  766 , the sleeve includes a connector portion  772 . The connector portion  772  engages and interfaces with the connector portion  716  of the auto-connect tube  710  and prevents the clips  720  from deflecting toward the axis  738 , thus preventing the auto-connect tube from being removed from the seat frame  26 . When the adjustment sleeve  750  is inserted through the top of the vehicle seat  20  and engages the auto-connect tube  710 , the position locking mechanism  764  abuts the top of the seat. 
       FIG. 14E  illustrates an auto-connect tube connected to a vehicle seat frame  26 . The connector portion  772  may, for example, include a series of securing clips  774  arranged peripherally about the end of the adjustment sleeve  750 . When the adjustment sleeve  750  interfaces with the auto-connect tube  710 , the securing clips  774  on the adjustment sleeve engage the retention clips  720  on the auto-connect tube. 
     With the auto-connect tube  710  secured to the seat frame  26 , a vehicle power cable  780 , e.g., lead wire  52 , is positioned in the chamber  714  with the second connector  704  positioned proximate the upper end portion  718 . In the embodiment illustrated in  FIG. 14E , the second connector  704  is a male RCA connector. Once the adjustment sleeve  750  is installed in the manner described above, the second connector  704  may be positioned proximate head restraint position locking mechanism  764 . This is illustrated generally in dashed lines at  704 ′ in  FIG. 14E . Alternatively, the second connector  704  may be capable of extending through the head restraint position locking mechanism  764 . 
     The second connector  704  is free to move within the adjustment sleeve  750  and the auto-connect tube  710 . The interior diameter of the sleeve  750  and the tube  710  may be selected to maintain the second connector  704  oriented with the connector pin substantially aligned with the axis  738 . The diameter of the opening  736  in the end wall  734  of the auto-connect tube  710  creates an interference that prevents the second connector  704  from leaving the chamber  714 . This is illustrated generally in dashed lines at  704 ″ in  FIG. 14E . 
     When the support members  40  are inserted in the adjustment sleeves  750  to connect the head restraint  14  to the vehicle seat  20 , the first connector  702  urges the second connector  704  toward and into the connector receiving portion  732  at the lower end  730  of the auto connect tube  710 . Due to the interference between the second connector  704  and the opening  736  in the end wall  734 , the second connector  704  bottoms out in the connector receiving portion  732 , which forces the first connector  702  into mating engagement with the second connector. The mating engagement between the first connector  702  and the second connector  704  electrically connects the head restraint  14  to the vehicle seat  20 . The first connector  702  may protrude from the support member  40  (shown), be flush with the support member, or be recessed in the support member. 
     When the head restraint  14  is removed, the connection between the first connector  702  and the second connector  704  can be broken manually by pulling the connectors apart outside the adjustment sleeve  750 . Alternatively, the connection can be broken automatically by providing an interference that blocks the second connector  704  from leaving the adjustment sleeve  750  such that, when the head restraint  14  is removed from the vehicle seat  20 , the interference causes the first connector  702  to disengage from the second connector  704 . Similarly, connecting the first and second connectors  702  and  704  can be performed manually outside the adjustment sleeve  750 , if desired. 
     The automatic connection and disconnection of the first and second connectors described above is detailed schematically in  FIGS. 15A-15D . Referring to  FIG. 15A , the second connector  704  is disposed in the chamber  714  defined by the assemblage of the auto connect tube  710  and the adjustment sleeve  750 . The lead wire  52  extends from the second connector  704  through the wire receiving aperture  736  in the end wall  734 . The second connector  704  may be positioned at any location along the length of the chamber  714 . The position of the second connector  704  illustrated in  FIG. 15A  is by way of example only. 
     When the head restraint is installed on the vehicle seat, the support member  40  moves through the locking mechanism  764  and into the chamber  714 , as shown by the transition from  FIG. 15A  to  FIG. 15B . Referring to  FIG. 15B , when the support member  40  moves downward into the chamber  14 , it urges the second connector  704  to move axially toward the end wall  734 . Eventually, further axial movement of the second connector  704  is impeded or blocked due to the interference between the second connector and the end wall  734 . At this point, further downward movement of the support member  40  overcomes the frictional resistance between the first and second connectors  702  and  704 , causing them to become interconnected. Once interconnected, the second connector  704  is secured to the support member  40  and moves axially in the chamber  714  as the position of the head restraint is adjusted. This is illustrated in  FIG. 15C . 
     When the head restraint is removed from the vehicle seat, the support member  40  axially upward in the chamber  714  and exits through the locking mechanism  764 . Referring to  FIG. 15D , when the support member  40  moves upward in the chamber  14 , it brings along the second connector  704 , which moves into the adjustment sleeve  750  toward the locking mechanism  764 . Eventually, further axial movement of the second connector  704  is impeded or blocked from leaving the adjustment sleeve  750  due to an interference, which can be formed, for example, by the locking mechanism  764  or another portion of the adjustment sleeve. At this point, further upward movement of the support member  40  overcomes the frictional resistance between the first and second connectors  702  and  704 , causing them to become disconnected. The connector assembly  700  thereby provides for automatic connection and disconnection of the first and second connectors  702  and  704 . 
     An alternative embodiment for providing electrical power to the head restraint  14  is shown in  FIGS. 16A-16D . In this embodiment, power is supplied at the seat to the adjustment sleeve  750  and is received through a power wire or bus rod  786  located inside the support members  40 . For example, one support member  40  may be associated electrically with positive vehicle voltage and the other support member may be associated electrically with negative or ground. To achieve this connection, electrical power may be fed to the seat  20  and terminated in the locking mechanism(s)  764  of the adjustment sleeve  750 . Referring to  FIG. 16D , the power connection may be terminated in a locking bar  782  on a spring biased slider  784  of the locking mechanism  764 . The bus rod  786  in the support member  40  may be exposed via locking apertures  788  spaced along the length of the support member  40 . 
     When the head restraint  14  is adjusted to a desired position, the slider  784  is released to lock the head restraint in the desired position. This causes the locking bar  782  to become biased against the bus rod  786  under the spring bias of the slider, thus establishing the desired electrical connection between the locking bar and the bus rod and, therefore, the head restraint  14  and the vehicle seat  20 . Since it may not be desirable to provide a locking mechanism on both support members  40  of the same head restraint  14 , the other support member may be associated with ground and thus be maintained in constant electrical connectivity with vehicle ground. This may be accomplished via a similar spring biased engagement on a support member that is free of locking apertures. For example, since this connection is with vehicle ground, the support member itself could serve this function. 
     From the above, those skilled in the art will appreciate that the electrical connector assembly  700  helps aid in the assembling and disassembling of the head restraint  14  on the vehicle seat  26 . The electrical connector assembly  700  allows the head restraint  14  to be adjusted in the seat frame  26 , while maintaining its electrical connection between the actuator and the power source. 
     It may be desirable, for example, to remove the head restraint from the seat  20  when folding the seat to allow for more cargo room. The electrical connector assembly  700  allows a user to effectively and efficiently uninstall and then reinstall the head restraint  14  in the vehicle seat  20  whenever necessary. 
     From the above description of the invention, those skilled in the art will perceive improvements, changes and modifications. Such improvements, changes and modifications within the skill of the art are intended to be covered by the appended claims.