Patent Publication Number: US-11377066-B1

Title: Safety systems for reclined seats

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) 
     This application claims priority to U.S. Provisional Application Ser. No. 63/035,884, filed Jun. 8, 2020, entitled “Safety Systems for Reclined Seats,” the contents of which are incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to safety systems and specifically to energy-absorbing (EA) devices configured to control motion of various components associated with seating systems. 
     BACKGROUND 
     Conventional restraints, for example, seatbelts including lap portions, can include retractors that couple an anchor and belt material to secure an occupant to a seat and to control or limit up-down or z-direction motion of the restrained occupant during certain vehicle events such as rapid decelerations or imminent collisions. Conventional restraints are designed to effect this up-down control for a typical range of seat back positions consistent with upright vehicle operation, that is, positions where a recline angle between a seat back and a seat pan is limited, for example, under 30 degrees. 
     Design innovations related to interior features within a vehicle cabin are possible. For example, modular interior elements can include seat systems that can be arranged into a configuration consistent with the vehicle cabin serving as a mobile office, a living room, or a relaxation space. In new seating arrangements, occupants may spend time with seat backs partially or full reclined, that is, at a variety of recline angles beyond those typical to conventional vehicle operation. Protecting occupants seated and secured to seat with a higher angle of rotation or recline between the seat pan and the seat back, that is, in deep recline, is a current challenge for safety system designers, as higher recline angles can increase a risk of submarining of an occupant secured to a seat under a variety of vehicle events, such as when the vehicle experiences high rates of acceleration or deceleration or is involved in a collision. 
     Prohibiting pelvis movement of the occupant to avoid submarining using a conventional restraint, retractor, and anchor can increase a risk of spinal injury based on higher axial and bending forces experienced in the lumbar spine region of an occupant secured to a seat at higher or deeper recline angles. In an example related to axial forces acting upon a spine of an occupant during a vehicle event, the magnitude of axial forces experienced at a recline angle of 45 degrees can be 50% to 75% higher for the same vehicle event when compared to axial forces experienced at a recline angle of 23 degrees. In another example, the magnitude of axial forces experienced at a recline angle of 60 degrees can be 100% to 150% higher for the same vehicle event when compared to axial forces experienced at a recline angle of 23 degrees. Similar relationships to those described for axial forces at various recline angles also exist for flexion or moments acting upon a spine of an occupant during a vehicle event. 
     SUMMARY 
     A first aspect of the disclosed embodiments is a safety system. The safety system includes a restraint configured to secure an occupant to a seat, an anchor coupled to the restraint and movable along an anchor guide, an anchor energy-absorbing (EA) device configured to control movement of the anchor along the anchor guide, and a controller that includes a processor configured to receive information indicative of an imminent vehicle event, receive information indicative of a recline angle of the seat being above a recline threshold, and send a command to enable the anchor to move along the anchor guide under control of the anchor EA device based on the information indicative of the imminent vehicle event and the recline angle being above the recline threshold. 
     In the first aspect, the anchor can be movable along the anchor guide in at least one of a fore-aft direction or an up-down direction in relation to the seat. The processor can be further configured to receive information indicative of the recline angle being below a recline threshold and send a command to prohibit movement of the anchor along the anchor guide based on the information indicative of the recline angle being below the recline threshold. The safety system can include an anchor release mechanism movable between a locked position in which the anchor release mechanism restrains movement of the anchor relative to the anchor guide and an unlocked position in which the anchor release mechanism permits movement of the anchor relative to the anchor guide. The processor can be further configured to send a command to the anchor release mechanism to cause the anchor release mechanism to move from the locked position to the unlocked position based on the information indicative of the imminent vehicle event and the recline angle being above the recline threshold. The recline threshold can be greater than or equal to 45 degrees or greater than or equal to 60 degrees. The anchor EA device can comprise an EA element disposed within the anchor guide and configured to deform above a predetermined load threshold to control movement of the anchor along the anchor guide. The EA element can include notches spaced along a longitudinal axis of the anchor guide. The anchor EA device can comprise a cable coupled to the anchor and configured to payout from a cable guide above a predetermined load threshold to control movement of the anchor along the anchor guide. The cable guide can comprise a spool and a torsion bar configured to control payout of the cable about the spool and along the anchor guide. The cable can comprise a ductile strip and the cable guide comprises barriers configured to deform the ductile stripe to control payout of the ductile strip along the anchor guide. The features described here in respect to the first aspect can be used together or independently in the safety system. 
     A second aspect of the disclosed embodiments is a safety system. The safety system includes a seat with a seat back positioned in relation to a seat pan at a recline angle, a restraint configured to secure an occupant to the seat, an anchor coupled to the restraint and movable along an anchor guide, an anchor release mechanism configured to prohibit or allow movement of the anchor along the anchor guide, an anchor energy-absorbing (EA) device configured to control movement of the anchor along the anchor guide, and a controller that includes a processor configured to receive information indicative of an imminent collision, receive information indicative of the recline angle being above a recline threshold, and send a command to the anchor release mechanism to allow movement of the anchor along the anchor guide under control of the anchor EA device based on the information indicative of the imminent collision and the recline angle being above the recline threshold. 
     In the second aspect, the anchor can be movable along the anchor guide in at least one of a fore-aft direction or an up-down direction in relation to the seat. The recline threshold can be greater than or equal to 30 degrees or greater than or equal to 45 degrees. The processor can be further configured to receive information indicative of the recline angle being below the recline threshold and send a command to the anchor release mechanism to prohibit movement of the anchor along the anchor guide based on the information indicative of the recline angle being below the recline threshold. The seat can movable along a seat guide. The safety system can include a seat EA device configured to control movement of the seat in respect to the seat guide. The processor can be further configured to send a command to allow movement of the seat along the seat guide under control of the seat EA device based on the information indicative of the imminent collision and the recline angle being above the recline threshold. The seat pan of the seat can be movable along the seat guide in at least one of a fore-aft direction or an up-down direction in relation to the seat back. The safety system can include a footrest spaced from the seat and the anchor and movable along a footrest guide and a footrest EA device configured to control movement of the footrest along the footrest guide. The processor can be further configured to send a command to allow movement of the footrest along the footrest guide under control of the footrest EA device based on the information indicative of the imminent collision and the recline angle being above the recline threshold. The anchor EA device, the seat EA device, and the footrest EA device can each comprise an EA element configured to deform above a predetermined load threshold to control movement of the anchor, the seat, and the footrest along the anchor guide, the seat guide, and the footrest guide, respectively. The EA element can include notches spaced along a longitudinal axis configured to deform above the predetermined load threshold or a cable configured to payout from a cable guide above the predetermined load threshold. The features described here in respect to the second aspect can be used together or independently in the safety system. 
     A third aspect of the disclosed embodiments is a method of controlling movement of an occupant in a seat. The method includes receiving, at a controller, information indicative of an imminent vehicle event and indicative of a recline angle of the seat being above a recline threshold. The method includes sending a command, from the controller, to enable an anchor of a restraint associated with the seat to move along an anchor guide under control of an anchor EA device based on the information indicative of the imminent vehicle event and the recline angle being above the recline threshold. The method includes sending a command, from the controller, to enable the seat to move along a seat guide under control of a seat EA device based on the information indicative of the imminent vehicle event and the recline angle being above the recline threshold. 
     In the third aspect, a seat pan of the seat can be movable along the seat guide in at least one of a fore-aft direction or an up-down direction in relation to a seat back of the seat, and wherein the anchor is movable along the anchor guide in at least one of the fore-aft direction or the up-down direction in relation to the seat. The anchor EA device and the seat EA device can each comprise an EA element configured to deform above a predetermined load threshold to control movement of the anchor and the seat along the anchor guide and the seat guide, respectively. The method can include sending a command, from the controller, to enable a footrest to move along a footrest guide under control of a footrest EA device based on the information indicative of the imminent vehicle event and the recline angle being above the recline threshold. The method can include receiving, at the controller, information indicative of the recline angle of the seat being below the recline threshold, sending a command, from the controller, to prohibit movement of the anchor along the anchor guide based on the information indicative of the recline angle being below the recline threshold, and sending a command, from the controller, to prohibit movement of the seat along the seat guide based on the information indicative of the recline angle being below the recline threshold. The features described here in respect to the third aspect can be used together or independently in the method of controlling movement of the occupant in the seat. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIGS. 1A and 1B  show a motion diagram for an example of a seat and a restraint for use with a vehicle. 
         FIGS. 2A, 2B, and 2C  show motion diagrams for examples of a safety system for use with a vehicle. 
         FIGS. 3A and 3B  show motion diagrams for additional examples of a safety system for use with a vehicle. 
         FIG. 4  shows a motion diagram for an example of an energy-absorbing (EA) device for use with any of the safety systems of  FIGS. 2A to 3C . 
         FIG. 5  shows a motion diagram for another example of an EA device for use with any of the safety systems of  FIGS. 2A to 3C . 
         FIG. 6  shows a motion diagram for another example of an EA device for use with any of the safety systems of  FIGS. 2A to 3C . 
         FIG. 7  shows a motion diagram for another example of an EA device for use with any of the safety systems of  FIGS. 2A to 3C . 
         FIG. 8  is a block diagram of a safety system. 
         FIG. 9  is an illustration of a hardware configuration for a controller. 
     
    
    
     DETAILED DESCRIPTION 
     A safety system is disclosed that both prohibits submarining and prevents higher levels of axial and bending forces from acting on an occupant seated at a deep recline prior to or during a vehicle event. To achieve these goals, movement of the occupant in a fore-aft or an x-direction and in an up-down or a z-direction can be controlled using EA devices and the safety systems described herein. The EA devices described can be used with a restraint, a seat pan or entire seat, a footrest, or any combination thereof to discretely manage forces in the fore-aft or x-direction and the up-down or z-direction. The new safety systems allow for control of displacement of a pelvis of an occupant, and thus control of axial and bending forces that act upon a spine of an occupant, while maintaining a sufficient restraint force in the up-down or z-direction to avoid submarining. 
       FIGS. 1A and 1B  show a motion diagram for an example of a seat  100  and a restraint  102  for use with a vehicle (not shown). The seat  100  includes a seat pan  104  and a seat back  106 . In  FIG. 1A , the seat back  106  is rotated away from or reclined in respect to the seat pan  104  and in respect to a vertical, up-down, or z-direction at a recline angle A as shown. The recline angle A is consistent with a generally upright position for an occupant secured to the seat  100  and can range, for example, from 0 degrees to 30 degrees, from 10 degrees to 40 degrees, etc. The recline angle A can be below a recline threshold, for example, below a 20, 30, or 45 degree threshold generally associated with a mild recline. In  FIG. 1B , the seat back  106  is reclined in respect to the seat pan  104  and the vertical, up-down, or z-direction at a recline angle B as shown. The recline angle B is consistent with a deeper recline of an occupant secured to the seat  100  and can range, for example, from 30 to 90 degrees, from 40 to 70 degrees, from 45 to 60 degrees, etc. The recline angle B can be above a recline threshold, for example, above a 30, 45, or 60 degree threshold associated with deep recline. 
     The restraint  102  is designed to secure an occupant to the seat  100 , and in the described examples, the restraint  102  is coupled to a restraint anchor  108  and includes a lap portion  110  and a shoulder portion  112 . The restraint anchor  108  can secure the restraint  102  to a portion of the seat  100  or to another structure (not shown) within the vehicle. The restraint anchor  108  can also provide directional guidance for positioning the restraint  102  on the occupant&#39;s body. The restraint anchor  108  in  FIGS. 1A and 1B  can be stationary, that is, fixed to a predetermined position in respect to the seat  100 . The seat  100  and the restraint  102  can include additional anchors (not shown), one or more buckles (not shown) to secure and release the restraint  102 , and one or more retractors (not shown) that control payout of the portions  110 ,  112  of the restraint  102  in respect to the restraint anchor  108  during various vehicle events such as rapid deceleration or a vehicle collision. During a vehicle event such as a rapid deceleration or collision, the lap portion  110  of the restraint  102  can extend farther from the restraint anchor  108  in its stationary position when the seat  100  is in deep recline, such as in  FIG. 1B , than is the case when the seat  100  is in mild recline, such as in  FIG. 1A , increasing a risk for submarining of the occupant. Safety systems to decrease this risk are described herein. 
       FIGS. 2A, 2B, and 2C  show motion diagrams for examples of a safety system for use with a vehicle. The safety system is associated with a seat  200  that includes a seat pan  204  and a seat back  206  rotated in respect to the seat pan  204 . In these examples, the seat back  206  is positioned at a deep recline angle such as the angles described in respect to  FIG. 1B . A restraint  202  is coupled to an anchor  208  and includes a lap portion  210  and a shoulder portion  212  (shown schematically). The safety system also includes an anchor guide  214  configured to enable the anchor  208  to move in a controlled manner along the anchor guide  214 . Movement of the anchor  208  along the anchor guide  214  before or during a vehicle event such as a rapid deceleration or collision can be controlled by an anchor release mechanism  215 , by inertia of the vehicle prior to or during the vehicle event, and/or by EA devices such as the EA devices described in respect to  FIGS. 4-7 . 
     In operation of the safety system shown in  FIGS. 2A, 2B, and 2C , a controller (not shown) can receive information indicative of a vehicle event, such as an imminent collision or rapid deceleration, and information indicative of a recline angle of the seat  200  being above a recline threshold, such as above a 30, 45, 60, or 75 degree threshold. The information can be received from various sensors (not shown) that communicate information to the controller. For example, the sensors can include sensors configured to capture information from an external environment outside of the vehicle cabin. External-sensing sensors can include technologies such as radar, LIDAR, imaging, infrared, or other technologies configured to detect potential or imminent vehicle events such as collisions or rapid decelerations and provide information to the controller to allow a determination of timing of the vehicle event. The sensors can also include sensors internal to the vehicle such as weight sensors, buckle switch sensors, internal cameras, seat position sensors, imaging sensors, etc. that can provide information to the controller. 
     The controller can send a command, for example, to the anchor release mechanism  215 , to allow (or prohibit) movement of the anchor  208  along the anchor guide  214  based on receiving information indicative of the vehicle event and indicative of the recline angle being above (or below) the recline threshold, for example, from the sensors. The anchor release mechanism  215  can be movable between a locked position in which the anchor release mechanism  215  restrains or prohibits movement of the anchor  208  relative to the anchor guide  214  and an unlocked position in which the anchor release mechanism  215  permits or allows movement of the anchor  208  relative to the anchor guide  214 . The anchor release mechanism  215  can be implemented such that the anchor  208  is immovable in respect to the anchor guide  214  before and after controlled movement such that the anchor  208  does not return to a pre-movement position after moving before or during a vehicle event. 
     The anchor release mechanism  215  may be configured as one or more of an electromechanical device, a pyrotechnic device, a pneumatic device, and/or a pre-tensioned spring device. In the case of an electromechanical device, the anchor release mechanism  215  can include an electric motor, a threaded rod, and a threaded guide coupled to a sensor module (not shown) that receives commands. A pyrotechnic device can include an electronically activated pyrotechnic charge which releases a blocking mechanism or severs a restraining device. A pneumatic device can include pressurized gas (or a vacuum) configured to effect movement of a piston (not shown) based on a command. A pre-tensioned spring device can include a spring that is coupled to a sensor module (not shown). The spring can be held in tension until being selectively released, for example, based on a command from the controller (not shown). The anchor release mechanism  215  can also include other mechanisms such as magnetic systems, telescoping systems, cable or tether systems, etc. and movement between the locked and unlocked positions can be designed to be reversible or non-reversible. For example, movement may occur in a single direction with a blocking mechanism (not shown) to stop reverse movement. 
     In the example of  FIG. 2A , a dotted-line arrow C indicates that the anchor  208  can move in a fore-aft or x-direction prior to or during a vehicle event, with motion of the anchor  208  shown in a forward direction prior to or during the vehicle event. Controlled movement of the anchor  208  allows the safety system to control displacement of a lower body or pelvis of an occupant in the fore-aft or x-direction while at the same time maintaining a sufficient up-down or z-direction force (for example, using a retractor, not shown) to secure the occupant to the seat  200  with the restraint  202 . Controlling x-direction and z-direction motion and forces can control submarining and limit axial and bending forces experienced in the lumbar spine region of an occupant secured to the seat  200  to ensure occupant safety. 
     In the example of  FIG. 2B , a dotted-line arrow D indicates that the anchor  208  can move in both the fore-aft or x-direction and the up-down or z-direction prior to or during a vehicle event, with motion of the anchor  208  being both in a forward and a downward direction prior to or during the vehicle event. Use of this configuration can be useful if testing of the safety system indicates that up-down or z-direction force generated by the restraint  202  decreases during fore-aft or x-direction translation of the anchor  208 . This is, the safety system can use a downward-sloping anchor guide  214  as shown in  FIG. 2B  to decrease slack in the lap portion  210  of the restraint during fore-aft or x-direction movement of the anchor  208  and/or to increase the z-direction force of the restraint  202 . 
     In the example of  FIG. 2C , a dotted-line arrow E indicates that the anchor  208  can move in both the fore-aft or x-direction and the up-down or z-direction prior to or during a vehicle event, with motion of the anchor  208  being both in a forward and an upward direction prior to or during the vehicle event. Use of this configuration can be useful if testing of the safety system indicates that up-down or z-direction force generated by the restraint  202  increases during fore-aft or x-direction translation of the anchor  208 . This is, the safety system can use an upward-sloping anchor guide  214  as shown in  FIG. 2C  to increase slack in the lap portion  210  of the restraint during fore-aft or x-direction movement of the anchor  208  and/or decrease the z-direction force of the restraint  202 . 
       FIGS. 3A and 3B  show motion diagrams for additional examples of a safety system for use with a vehicle. In these examples, the safety system is associated with a seat  300  that includes a seat pan  304  and a seat back  306  rotated in respect to the seat pan  304 . The seat back  306  can be positioned at a deep recline angle such as the recline angles described in respect to  FIGS. 1B-2C . A restraint  302  is coupled to a restraint anchor  308  and includes a lap portion  310  and a shoulder portion  312  (shown schematically). 
     The safety system of  FIGS. 3A and 3B  includes a restraint anchor guide  314  configured to enable the restraint anchor  308  to move in a controlled manner along the restraint anchor guide  314 . The restraint anchor  308  and the restraint anchor guide  314  can function in a similar manner as described in respect to the anchor  208  and the anchor guide  214  of  FIGS. 2A, 2B, and 2C , with a dotted-line arrow F indicating fore-aft movement of the restraint anchor  308 , for example, in response to a command from a controller (not shown). Though positioned in this example to allow fore-aft or x-direction movement, the restraint anchor guide  314  can also be positioned to allow up-down or z-direction movement as described in respect to the anchor guide  214  of  FIGS. 2B and 2C . 
     The safety system of  FIG. 3A  also includes a seat anchor  316  associated with the seat pan  304  and moveable within a seat guide  318 . The safety system of  FIG. 3B  includes seat anchors  320  associated with the seat  300  and moveable within a seat guide  322 . The seat anchors  316 ,  320  are configured to enable the seat pan  304  ( FIG. 3A ) or the seat  300  ( FIG. 3B ) to move in a controlled manner along the respective seat guides  318 ,  322 , and though described as anchors, a variety of electromechanical, pyrotechnic, mechanical, hydraulic, or other mechanisms may be used to control motion of the seat pan  304  or the seat  300 . Movement of the seat pan  304  or the seat  300  in respect to the respective seat guides  318 ,  322  before or during a vehicle event such as a rapid deceleration or imminent collision can be controlled by a seat release mechanism (not shown), by inertia of the vehicle, and/or by EA devices such as the EA devices described in respect to  FIGS. 4-7 . The seat guide  318  is positioned in the example of  FIG. 3A  to allow up-down or z-direction movement and fore-aft or x-direction movement of the seat anchor  316  and the seat pan  304 . The seat guide  322  is positioned in the example of  FIG. 3B  to allow fore-aft or x-direction movement of the seat anchors  320  and the seat  300 . 
     Movement of the seat pan  304  or the seat  300  prior to or during a vehicle event can be used either alone or in combination with movement of the restraint anchor  308 . For example, when the seat  300  has a deep recline angle as shown in  FIGS. 3A and 3B , the seat pan  304  may act as a reaction surface to generate axial forces that act on the lumbar spine region of an occupant during a vehicle event. Strain in the lumbar spine region can be significantly reduced by allowing movement of the seat pan  304  as shown using a dotted-line arrow G that indicates both up-down or z-direction movement and fore-aft or x-direction movement of the seat anchor  316  and the seat pan  304 , for example, in response to a command from a controller (not shown). For a recline angle of approximately 60 degrees, axial and bending loads can be reduced by over 20%, over 30%, or over 40% for a given vehicle event using the described movement of the seat anchor  316  and the seat pan  304  as compared to a fixed seat pan  304 . 
     In another example shown in  FIG. 3B , movement of the restraint anchor  308  can occur together with movement of the seat anchors  320  along the seat guide  322  to move both the restraint  302  and the seat  300  prior to or during a vehicle event. A dotted-line arrow H indicates fore-aft or x-direction movement of the seat anchors  320  and the seat  300  to further improve anti-submarining capabilities of the safety system before or during a vehicle event. The safety system in  FIG. 3B  can also be used to reduce a total distance of travel for the restraint anchor  308  and/or the seat anchors  320  along the restraint anchor guide  314  and/or the seat guide  322  by over 20%, over 30%, or over 40% as compared to movement of either the restraint anchor  308  or the seat anchors  320  alone, improving packaging for the safety system. 
     The safety system of  FIGS. 3A and 3B  also includes a footrest  324 . The footrest  324  is shown schematically as including or coupled to a footrest anchor  326  movable along a footrest guide  328 . The footrest anchor  326  is configured to enable the footrest  324  to move in a controlled manner along the footrest guide  328 , and though described as an anchor, a variety of electromechanical, mechanical, hydraulic, or other mechanisms may be used to control motion of the footrest  324 . Movement of the footrest  324  in respect to the footrest guide  328  before or during a vehicle event such as a rapid deceleration or an imminent collision can be controlled by a footrest release mechanism (not shown), by inertia of the vehicle, and/or by EA devices such as the EA devices described in respect to  FIGS. 4-7 . The footrest guide  328  is positioned in the examples of  FIGS. 3A and 3B  to allow both an up-down or z-direction movement and a fore-aft or x-direction movement of the footrest  324 . 
     Movement of the footrest  324  prior to or during a vehicle event can be used either alone or in combination with movement of the restraint anchor  308 , movement of the seat pan  304 , and/or movement of the seat  300  to limit axial and bending forces experienced in the legs and the lumbar spine region of an occupant secured to the seat  300  and using the footrest  324 . For example, the footrest  324  can act to generate axial forces on the feet and/or legs of an occupant during a vehicle event. Strain in the legs can be significantly reduced by allowing movement of the footrest  324  as shown using a dotted-line arrow I that indicates both an up-down or a z-direction movement and a fore-aft or an x-direction movement of the footrest anchor  326  and the footrest  324 , for example, in response to a command from a controller (not shown). 
       FIG. 4  shows a motion diagram for an example of an EA device  430  for use with any of the safety systems of  FIGS. 2A to 3B . The EA device  430  can be used to control or dampen movement during a vehicle event such as a rapid deceleration or a collision and can serve as part of or be otherwise associated with the anchor  208  moving along the anchor guide  214 , the restraint anchor  308  moving along the restraint anchor guide  314 , the seat anchors  316 ,  320  moving along the respective seat guides  318 ,  322 , and/or the footrest anchor  326  moving along the footrest guide  328 . The EA device  430  includes a ductile strip  432  that is attached to an anchor point  434  and routed through a series of barriers  436  configured to plastically deform the ductile strip  432  upon reaching a tunable force or predetermined load threshold for payout of the ductile strip  432 . Motion or payout of the anchor point  434  is indicated using a dotted-line arrow J. Motion of the anchor point  434  can occur after the tunable force or predetermined load threshold is met or in response to a command received from a controller. 
       FIG. 5  shows a motion diagram for another example of an EA device  530  for use with any of the safety systems of  FIGS. 2A to 3B . The EA device  530  can be used to control or dampen movement during a vehicle event such as a rapid deceleration or a collision and can serve as part of or be otherwise associated with the anchor  208  moving along the anchor guide  214 , the restraint anchor  308  moving along the restraint anchor guide  314 , the seat anchors  316 ,  320  moving along the respective seat guides  318 ,  322 , and/or the footrest anchor  326  moving along the footrest guide  328 . The EA device  530  includes a cable  538  or other tension carrying member that is coupled to an anchor point  534  and coiled around a cable guide  540  such as a spool with a torsion bar (not shown) used to control the tunable force or predetermined load threshold for payout of the cable  538 . Motion or payout of the anchor point  534  is indicated using dotted-line arrows K. Motion of the anchor point  534  can occur after the tunable force or predetermined load threshold is met or in response to a command to allow movement received from a controller. 
       FIG. 6  shows a motion diagram for another example of an EA device  630  for use with any of the safety systems of  FIGS. 2A to 3B . The EA device  630  can be used to control or dampen movement during a vehicle event such as a rapid deceleration or a collision and can serve as part of or be otherwise associated with the anchor  208  moving along the anchor guide  214 , the restraint anchor  308  moving along the restraint anchor guide  314 , the seat anchors  316 ,  320  moving along the respective seat guides  318 ,  322 , and/or the footrest anchor  326  moving along the footrest guide  328 . The EA device  630  includes an EA element in the form of notches  642  designed with a tunable force or predetermined load threshold at which deformation in the form or compression or bending occurs. In this manner, the notches  642  control movement of an anchor point  634  as the anchor point  634  passes each subsequent compressed or bent notch  642  as indicated using a dotted-line arrow L. Motion of the anchor point  634  can occur after the tunable force or predetermined load threshold is met or in response to a command to allow movement received from a controller. 
       FIG. 7  shows a motion diagram for another example of an EA device  730  for use with any of the safety systems of  FIGS. 2A to 3B . The EA device  730  can be used to dampen movement during a vehicle event such as a rapid deceleration or a collision and can serve as part of or be otherwise associated with the anchor  208  moving along the anchor guide  214 , the restraint anchor  308  moving along the restraint anchor guide  314 , the seat anchors  316 ,  320  moving along the respective seat guides  318 ,  322 , and/or the footrest anchor  326  moving along the footrest guide  328 . The EA device  730  includes an EA element in the form of a deformable element  744  such as a honeycomb member, a deformable tube, or other extruded member with a tunable force or predetermined load threshold at which deformation in the form or compression or crumpling occurs. In this manner, the deformable element  744  controls movement of an anchor point  734  with motion of the anchor point  734  indicated using a dotted-line arrow M. Motion of the anchor point  734  can occur after the tunable force or predetermined load threshold is met or in response to a command to allow movement received from a controller. 
     The tunable force or predetermined load threshold described in respect to the EA devices  430 ,  530 ,  630 ,  730  can be based on or associated with various inputs related to the vehicle or a vehicle event such as a rapid deceleration or an imminent collision. For example, the tunable force or predetermined load threshold can be based on inputs to a controller (not shown) such as vehicle speed, occupant mass, occupant height, occupant position in the seat  200 ,  300 , position of the seat back  206 ,  306 , type of vehicle event, location of vehicle event, time to vehicle event, etc. The controller can be configured to set or change the tunable force or predetermined load threshold based on an assessment of occupant features upon the occupant entering or approaching the vehicle, prior to a vehicle event, for example, within hundreds of milliseconds prior to an imminent collision, or after a vehicle event is detected, for example, using a mechanism configured to activate in under five, ten, or twenty milliseconds. 
     A command can be sent to a release mechanism or other mechanism (not shown) associated with the EA devices  430 ,  530 ,  630 ,  730  in order to initiate controlled deformation or payout at the tunable force or predetermined load threshold. The release mechanism or other mechanism can be pyrotechnic, electromechanical, pneumatic, mechanical, reversible, or non-reversible. For example, deformation or payout may occur in a single direction with a blocking mechanism (not shown) to stop reverse movement. The release mechanism or other mechanism can be absent, that is, the EA devices  430 ,  530 ,  630 ,  730  can be designed for inertia to trigger deformation above the tunable force or predetermined load threshold. The EA devices  430 ,  530 ,  630 ,  730  can also be controlled or otherwise inhibited such that no deformation or payout occurs if a recline angle associated with the seat  200 ,  300  is below a recline threshold, such as below a 30, 45, or 60 degree recline threshold. In other words, movement of the anchor points  434 ,  534 ,  634 ,  734  under control of the described EA devices  430 ,  530 ,  630 ,  730  may be prohibited unless predetermined conditions such as an imminent vehicle event and a deep recline angle above the predetermined recline threshold are met. 
       FIG. 8  is a block diagram that shows a safety system  846 . The safety system  846  can include a controller  848 , sensors  850 , an anchor system  852 , a seat system  854 , and a footrest system  856 . The anchor system  852  can include components and operate in a manner similar to the restraints  202 ,  302 , the anchor  208 , the anchor guide  214 , the restraint anchor  308 , and the restraint anchor guide  314  described in reference to  FIGS. 2A-3B . The seat system  854  can include components and operate in a manner similar to the seats  200 ,  300 , the seat pans  204 ,  304 , the seat backs  206 ,  306 , the seat anchors  316 ,  320 , and the seat guides  318 ,  322  described in reference to  FIGS. 2A-3B . The footrest system  856  can include components and operate in a manner similar to the footrest  324 , the footrest anchor  326 , and the footrest guide  328  described in reference to  FIGS. 3A-3B . The safety system  846  is shown as including the anchor system  852 , the seat system  854 , and the footrest system  856 , but one or more of these components may be absent from the safety system  846  and the other components can continue to operate in the manner previously described. 
     The controller  848  coordinates operation of the safety system  846  by communicating electronically (e.g., using wired or wireless communications) with the sensors  850 , the anchor system  852 , the seat system  854 , and the footrest system  856 . The controller  848  may receive information (e.g., signals, information, and/or data) from the sensors  850  and may receive information from and/or send information to other portions of the safety system  846  such as the anchor system  852 , the seat system  854 , the footrest system  856 , or other portions (not shown). 
     The sensors  850  may capture or receive information related, for example, to components of the safety system  846  and from an external environment where the safety system  846  is located. The external environment can be an exterior of a vehicle or an interior of a vehicle. Information captured or received by the sensors  850  can relate to seats, anchors, footrests, occupants within a vehicle, other vehicles, pedestrians and/or objects in the external environment, operating conditions of the vehicle, operating conditions or trajectories of other vehicles, and/or other conditions within the vehicle or exterior to the vehicle. 
     The safety system  846  can change an operational mode of the anchor system  852 , the seat system  854 , and/or the footrest system  856  based on a control signal, such as a signal from the controller  848 . The control signal may be based on information captured or received by the sensors  850  and may cause various components within the safety system  846  to change between various operational modes. 
     For example, a control signal can cause the anchor system  852  to change from a first operational mode where an anchor point of a restraint is held in a fixed position to a second operational mode where the anchor point is moveable in relation to an anchor guide. In another example, a control signal can cause the seat system  854  to change from a first operational mode where a seat pan is held in a fixed position in relation to a seat back to a second operational mode where the seat pan is movable in relation to a seat guide and in relation to the seat back. In another example, a control signal can cause the footrest system  856  to change from a first operational mode where a footrest is held in a fixed position to a second operational mode where the footrest is moveable in relation to a footrest guide. 
     Various technologies may be used to implement the safety system  846 . For example, the anchor release mechanism  215  of  FIGS. 2A to 2C , the EA devices  430 ,  530 ,  630 ,  730  of  FIGS. 4-7 , or other electromechanical devices, pneumatic devices, pre-tensioned spring devices, magnetic systems, telescoping systems, cable or tether systems, etc. can all be used to implement motion control within the safety system  846 . 
       FIG. 9  shows an example of a hardware configuration for a controller  954  that may be used to implement the controller  848  and/or other portions of the safety system  846 . In the illustrated example, the controller  954  includes a processor  956 , a memory device  958 , a storage device  960 , one or more input devices  962 , and one or more output devices  964 . These components may be interconnected by hardware such as a bus  966  that allows communication between the components. 
     The processor  956  may be a conventional device such as a central processing unit and is operable to execute computer program instructions and perform operations described by the computer program instructions. The memory device  958  may be a volatile, high-speed, short-term information storage device such as a random-access memory module. The storage device  960  may be a non-volatile information storage device such as a hard drive or a solid-state drive. The input devices  962  may include sensors and/or any type of human-machine interface, such as buttons, switches, a keyboard, a mouse, a touchscreen input device, a gestural input device, or an audio input device. The output devices  964  may include any type of device operable to send commands associated with an operating mode or state or provide an indication to a user regarding an operating mode or state, such as a display screen, an interface for a safety system such as the safety system  846 , or an audio output. 
     As described above, one aspect of the present technology is the gathering and use of data available from various sources, such as from sensors  850  or user profiles, to improve the function of safety systems such as the safety system  846 . The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter IDs, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. 
     The present disclosure recognizes that the use of personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to deliver changes to operational modes of safety systems to best match user preferences or profiles. Other uses for personal information data that benefit the user are also possible. For instance, health and fitness data may be used to provide insights into a user&#39;s general wellness or may be used as positive feedback to individuals using technology to pursue wellness goals. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. 
     Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, in the case of user-profile-based safety systems, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, changes in operational modes in safety systems can be implemented for a given user by inferring user preferences or user status based on non-personal information data, a bare minimum amount of personal information, other non-personal information available to the system, or publicly available information.