Patent Publication Number: US-2020283153-A1

Title: Airbag assemblies having guide sleeves, and associated systems and methods

Description:
TECHNICAL FIELD 
     The following disclosure relates generally to airbag assemblies for use in aircraft seating areas and, more specifically, to airbag assemblies having guide sleeves that can facilitate proper deployment of the airbag from a housing or other recess in a seat back or other structure. 
     BACKGROUND 
     Various types of airbags have been used to protect passengers in automobiles, aircraft and other vehicles. Automobiles, for example, typically include airbags that can be stored in the steering column, dashboard, side panel, and/or other fixed locations. During a rapid deceleration event (e.g., a collision), a sensor detects the event and transmits a corresponding signal to an initiation device (e.g., a pyrotechnic device) on an airbag inflator. This causes the inflator to release compressed gas into the airbag, thereby rapidly inflating the airbag to protect the seat occupant from impacting a strike hazard in the occupant&#39;s path. 
     Although airbags that deploy from seat backs and other fixed locations in aircraft can be effective, they can present challenges when they are located near structural features that the airbag could catch on during deployment. Seat backs and partitions in commercial aircraft, for example, often include entertainment modules (e.g., video display screens) in or near the deployment path of airbags, and in some instances these modules could potentially interfere with proper airbag deployment. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a partially schematic top isometric view of an airbag assembly mounted to a fixed structure in an aircraft seating area, configured in accordance with embodiments of the present technology. 
         FIG. 2  is a partially schematic isometric view of the airbag assembly of  FIG. 1 , configured in accordance with embodiments of the present technology. 
         FIG. 3A  is a top isometric view of a portion of the airbag assembly of  FIG. 1  in in a first stage of assembly,  FIG. 3B  is a side view of the airbag assembly shown in  FIG. 3A , and  FIG. 3C  is a side view of the airbag assembly of  FIG. 3A  in a second stage of assembly, in accordance with embodiments of the present technology. 
         FIG. 4A  is a side view of the airbag assembly of  FIG. 1  prior to airbag deployment,  FIG. 4B  is a side view of the airbag assembly after airbag deployment, and  FIG. 4C  is a top isometric view of the airbag assembly after airbag deployment, in accordance with embodiments of the present technology. 
     
    
    
     DETAILED DESCRIPTION 
     The present disclosure describes various embodiments of airbag assemblies for use with fixed structures (e.g., seat backs, partitions, etc.) of a vehicle (e.g., aircraft). In some embodiments, the airbag assembly can include an airbag configured to inflate and deploy in front of a seat occupant to provide a cushioning barrier between the occupant and, e.g., a strike hazard. In some embodiments, the airbag assembly is stowed in a portion of a seatback or partition in front of the occupant on an aircraft. A conduit extends from the stowed airbag to an inflator that can be mounted under the seat or in another suitable location. If the aircraft experiences an accident or other significant dynamic event (e.g., a rapid deceleration event) in which the occupant could be thrown forward against a strike hazard, the inflator rapidly releases compressed gas into the airbag via the conduit, causing the airbag to rapidly inflate and deploy in front the occupant. 
     As described in greater detail below, in some embodiments the airbag assembly includes a mounting structure or member (e.g., a plate, bracket, etc.) configured to be attached to a fixed structure (e.g., a seat back, wall, partition, etc.), an airbag attached to the mounting member, and a sleeve attached to or proximate the mounting member. The sleeve can surround at least a portion of the airbag in the stowed position. During deployment of the airbag, the sleeve can be configured to unravel in a manner that covers an opening, gap or other feature created by an adjacent structure, device or component (e.g., an entertainment module, tray table, etc.) that is adjacent the airbag assembly. Accordingly, the sleeve, and its positioning around the airbag, can prevent the airbag from deviating from the desired deployment path and getting hung up on the adjacent feature during deployment. Stated differently, the sleeve can help ensure that the airbag properly deploys to protect the occupant seated behind the airbag. Although referred to herein as a “fixed” structures for ease of reference, it will be understood that aircraft passenger seats that recline and/or move in other ways are nevertheless “fixed” structures for purposes of the present disclosure. 
     Certain details are set forth in the following description and  FIGS. 1-4C  to provide a thorough understanding of various embodiments of the disclosure. For example, several embodiments of airbag assemblies are described below in the context of commercial aviation aircraft. However, the airbag assemblies and aspects thereof disclosed herein may be used in a wide variety of other vehicles, including other aircraft (e.g., general aviation and military aircraft), ground vehicles (e.g., automobiles, trucks, buses, trains, and motor homes), watercraft, etc. To avoid unnecessarily obscuring the description of the various embodiments of the disclosure, some details describing well-known structures and systems often associated with airbags, related circuitry, inflators, etc., have not been described in detail below. 
     Furthermore, many of the details, dimensions, angles and other features shown in  FIGS. 1-4C  are merely illustrative of particular embodiments of the disclosure. Accordingly, some embodiments can include other details, dimensions, angles and features without departing from the spirit or scope of the present disclosure. In addition, those of ordinary skill in the art will appreciate that further embodiments of the adjustably positionable airbag assemblies disclosed herein can be practiced without several of the details described below. 
     Throughout this disclosure, the singular terms “a,” “an,” and “the” include plural reference unless the context clearly indicates otherwise. Similarly, unless the word “or” is expressly limited to mean only a single item exclusive from the other items in reference to a list of two or more items, then the use of “or” in such a list is to be interpreted as including (a) any single item in the list, (b) all of the items in the list, or (c) any combination of the items in the list. Additionally, the terms “comprising” and the like are used throughout this disclosure to mean including at least the recited feature(s) such that any greater number of the same feature(s) and/or one or more additional types of features are not precluded. Directional terms, such as “upper,” “lower,” “front,” “back,” “vertical,” and “horizontal,” may be used herein to express and clarify the relationship between various elements. It should be understood that such terms do not denote absolute orientation. Reference herein to “one embodiment,” “an embodiment,” or similar formulations means that a particular feature, structure, operation, or characteristic described in connection with the embodiment can be included in at least one embodiment of the present technology. Thus, the appearances of such phrases or formulations herein are not necessarily all referring to the same embodiment. Furthermore, various particular features, structures, operations, or characteristics may be combined in any suitable manner in one or more embodiments. 
     In  FIGS. 1-4C , identical reference numbers identify identical or at least generally similar elements. To facilitate the discussion of any particular element, the most significant digit or digits of any reference number refer to the particular figure in which that element is first introduced. For example, element  110  is first introduced and discussed with reference to  FIG. 1 . 
       FIG. 1  is a partially schematic top isometric view of an airbag assembly  105  mounted to a fixed structure  100  in an aircraft seating area, configured in accordance with embodiments of the present technology. As shown in  FIG. 1 , a rear portion of the fixed structure  100  (e.g., a passenger seat) supports a cover panel  110  (e.g., a flap or door) disposed over the airbag assembly  105 , and a component  115  (e.g., an entertainment module, display screen, tray table, etc.) positioned below the airbag assembly  105 . The fixed structure  100  can be a passenger seat (as shown in  FIG. 1 ), or other structure such as a wall, partition, etc. in front of or adjacent to a passenger  120  seated behind the structure  100 . As described in more detail below, the airbag assembly  105  can be configured to deploy in front of the component  115  to prevent the passenger  120  from striking the component  115  during a crash or other rapid deceleration event. 
       FIG. 2  is a partially schematic isometric view of the airbag assembly  105  of  FIG. 1  in a stowed configuration in accordance with embodiments of the present technology. The cover panel  110  and associated hardware has been omitted from  FIG. 2  for purposes of illustration. In some embodiments, the airbag assembly  105  is positioned within a recess in the structure  100  above the component  115 . The airbag assembly  105  can include a mounting bracket  210 , an airbag  225  attached to the mounting bracket  210 , and a sleeve  230  surrounding at least a portion the airbag  225 . The sleeve  230  can be made of a flexible and/or bendable fabric material (e.g., woven nylon) or other suitable materials known in the art. The mounting bracket  210  can be formed from a suitable sheet metal and can include a plate portion  212 , a first flange portion  214  extending upwardly from the plate portion  212  at an angle (e.g., between about 20° to about 160°), and a second flange portion  216  extending downwardly from the plate portion  212  at an angle (e.g., between about 20° to about 160°). The plate portion  212  can include a plurality of first fastener openings  218 , and the first flange portion  214  can include a plurality of second fastener openings  220 . 
     As described in greater detail below, the airbag  225  is configured to be inflated from the stowed configuration shown in  FIG. 2  to a deployed configuration as shown in  FIGS. 4B and 4C . For airbag deployment, the airbag assembly  105  includes a hose or conduit  250  operably coupled to the airbag  225  and configured to deliver gas thereto. The conduit  250  can include tubing made from stainless steel or another suitable material that enables high pressure gas to flow from an inflator  252  to the airbag  225 . In some embodiments, the conduit  250  can be a flexible fabric hose made from nylon or other suitable materials known in the art (e.g., Kevlar, polyurethane, etc.). 
     In some embodiments, the airbag assembly  105  further includes an electronics assembly  254  (shown schematically) operatively connected to the inflator  252  via a corresponding electrical link  253  (e.g., a wire, electrical line, retractile cord, connector, wireless communication link, etc.). The electronics assembly  254  (e.g., an electronics module assembly (“EMA”)), can include one or more sensor(s)  256  (e.g., a crash sensor, an acceleration sensor, a magnetic field sensor, etc.) and associated devices and circuitry configured to detect a rapid deceleration event above a preset magnitude, and transmit one or more corresponding signals to the inflator  252  via the electrical link  253  to initiate deployment of the airbag  225 . During deployment of the airbag  225 , high pressure gas flows from the inflator  252  to the airbag  225  via the conduit  250 . 
     The inflator  252  can include a canister, cylinder, and/or other container filled with air or a substantially inert compressed gas (e.g., nitrogen, helium, argon, etc.). The gas can be released by a spike in internal pressure caused by a pyrotechnic, electric, or other initiation device that is activated by an electrical signal from the electronics assembly  254  in response to a crash, rapid deceleration event, or similar dynamic event above a preset level of deceleration. In other embodiments, the inflator  252  can include a propellant-based gas generating device and/or other gas sources suitable for airbag inflation. 
     As schematically illustrated in  FIG. 2 , the electronics assembly  254  can include a microprocessor  260  that receives electrical power from a power source  262  (e.g., one or more batteries). The one or more sensor(s)  256  can detect a rapid deceleration event and communicate this event to the microprocessor  260 . For example, in operation, when the sensor(s)  256  detects a rapid deceleration or other crash event above a preset magnitude, one or more switches in the sensor(s)  256  can close and cause the microprocessor  260  to send a corresponding signal to a deployment circuit  258 . Upon receiving the signal from the microprocessor  260 , the deployment circuit  258  transmits a signal to the inflator  252  via the electrical link  253  to initiate deployment of the airbag  225  by discharging gas into the airbag  225  via the conduit  250 . 
       FIG. 3A  is a top isometric view of a portion of the airbag assembly  105  of  FIG. 1  in a first stage of assembly,  FIG. 3B  is a side view of a portion of the airbag assembly  105  shown in  FIG. 3A , and  FIG. 3C  is a side view of the airbag assembly  105  in the stowed configuration. In  FIGS. 3A and 3B , the airbag  225  is extended generally flat and is not in the stowed configuration. As described above with the reference to  FIG. 2 , the airbag assembly  105  can include the airbag  225  and the sleeve  230  attached to the mounting bracket  210 . As shown in  FIG. 3A , the mounting bracket  210  can be attached to the fixed structure  100  ( FIG. 1 ) with a plurality of fasteners  322  (e.g., rivets, screws, etc.) that extend through the second flange portion  216  and a plurality of fasteners  323  (e.g., rivets, screws, etc.) that extend through plate portion  212 . 
     Referring to  FIGS. 3A and 3B  together, the airbag assembly  105  can further include a cap strip  330  configured to clamp and thereby attach a first end portion  331  of the airbag  225  and a first end portion  326  of the sleeve  230  to the mounting bracket  210 . The cap strip  330  can include an elongate plate (e.g., a metal plate) having a plurality of openings along a length thereof. A plurality of fasteners  340  (e.g., rivets, screws, bolts, etc.) or other fixation devices can extend through the openings in the cap strip  330 , the sleeve  230 , the airbag  225  and the corresponding openings  218  in the mounting bracket  210  to thereby attach the cap strip  330 , the sleeve  230  and the airbag  225  to the mounting bracket  210 . 
     After securing the sleeve  230  and airbag  225  to the mounting bracket  210 , the airbag  225  can be folded or rolled upon itself in a direction indicated by fold (F 1 ) in  FIG. 3A  until the airbag  225  is in the stowed configuration shown in  FIG. 3C . Once the airbag  225  is in the stowed configuration, the sleeve  230  can be wrapped around the airbag  225  in a direction indicated by fold (F 2 ) in  FIG. 3A , and the second end portion  327  of the sleeve  230  can be releasably attached to the first flange portion  214  of the bracket  210  by a plurality of fasteners  350  (e.g., rivets, screws, etc.) as shown in  FIG. 3C . As explained in further detail below, the sleeve  230  can be releasably coupled to the flange  214  by the fasteners  350  so that the sleeve  230  can be easily detached from the flange  214  upon deployment of the airbag  225 . 
       FIGS. 4A and 4B  are side views of the airbag assembly  105  attached to the structure  100  in accordance with embodiments of the present technology.  FIG. 4A  shows the airbag assembly  105  with the airbag  225  in the stowed configuration, and  FIG. 4B  shows the airbag assembly  105  with the airbag  225  in the deployed configuration. As shown in  FIG. 4A , the fixed structure  100  includes a rear surface portion  406 , and the component  115  (e.g., an entertainment screen) is attached to the rear surface portion  406  and defines a gap or opening ( 0 ) therebetween. The airbag assembly  105  is generally positioned above the opening ( 0 ) and includes (a) the mounting bracket  210  attached to the fixed structure  100  via the fasteners  323 ,  322 , (b) the airbag  225  in the folded and packed configuration, and (c) the sleeve  230  disposed at least partially around the airbag  225 . The airbag  225  and the first end portion  331  of the sleeve  230  are attached to the mounting bracket  210 , and thus to the fixed structure  100 , via the fasteners  340 . Furthermore, the second end portion  327  of the sleeve  230  is releasably attached to the mounting bracket  210  via the fasteners  350 . In other embodiments, the second end portion  327  of the sleeve  230  may not be attached to the mounting bracket  210  via the fasteners  350 . For example, in such embodiments the second end portion  327  may be tucked between the mounting bracket  210  and the adjacent portion of the airbag  225 . 
     The cover panel  110  can include a first edge or end portion  462  releasably attached to the mounting bracket  210  and/or the adjacent structure  100  via one or more releasable fasteners, adhesive, etc. (not shown). The cover panel  110  can further include a second edge or end portion  463  supported by a bracket  480  mounted to the rear surface portion  406 . As shown in  FIG. 4A , the cover panel  110  and the bracket  480  together can enclose the airbag  230 . The cover panel  110  can be made of a relatively durable material, such as a hard plastic, aluminum, or combinations thereof. 
     As described in more detail below with reference to  FIG. 4B , the cover panel  110  can be releasably attached to the mounting bracket  210  and/or the fixed structure  100  and configured to be displaced during airbag deployment so as to not impede the airbag  225  from inflating to the deployed state. In some embodiments, the cover panel  110  can be attached to the mounting bracket  210  and/or the fixed structure  100  (and/or to the sleeve  230 ) by a strap or tether  466  that restrains the cover panel  110  during displacement. The tether  466  can be made of a strip of flexible and/or bendable fabric material, such as nylon or other suitable materials known in the art. In some embodiments, a first end portion of the tether  466  can be attached to the mounting bracket  210 , and a second, opposing end portion of the tether  466  can be attached to the cover panel  110  at or near the second end portion  463 . During airbag deployment, the tether  466  can help ensure the cover panel  110  does not become a hazardous flying object to the occupant  120  ( FIG. 1 ). In other embodiments, the first end portion  462  of the cover panel  110  can remain coupled to or near the first flange portion  214  of the mounting bracket  210  during airbag inflation, and the cover panel  110  can be configured to bend upwardly and away from the deployment path of the airbag  225  so that it does not impede the airbag  225  from inflating to the deployed state. 
       FIG. 4B  shows the airbag system  400  with the airbag  225  inflated to the deployed configuration. As previously described, the airbag  225  can be inflated via compressed gas that is released from the inflator  252  ( FIG. 2 ) and passes through the conduit  250  ( FIG. 2 ) to the airbag  225 . In operation, the inflating airbag  225  pushes the cover panel  110  and the second end portion  327  of the sleeve  330  away from the structure  100  and detaches the second end portion  327  of the sleeve  330  from the mounting bracket  210 . The airbag  225  and the first end portion  326  of the sleeve  230  remain attached to the mounting bracket  210  during and after deployment of the airbag  225 . As a result, the sleeve  330  unravels to be disposed between the airbag  225  and the opening ( 0 ) and/or the component  115 . Stated differently, the sleeve  330  is positioned around the stowed airbag  225  such that deployment of the airbag  225  causes the sleeve  330  to detach from the first flange  214  of the mounting bracket  210  and cover the opening ( 0 ) and/or the component  115 . By covering or otherwise extending over the opening ( 0 ) and/or the component  115 , the sleeve  330  can prevent the airbag  225  or a portion thereof from inflating into or toward the opening ( 0 ) and potentially getting hung up on an edge portion of the component  115 , with could undesirably impede proper inflation of the airbag  225 . As shown in  FIG. 4B , the tether  466  remains attached to the cover panel  110  even after deployment of the airbag  225  to prevent the cover panel  110  from flying away from the structure  100 . 
       FIG. 4C  is a top isometric view of the deployed airbag  225  of  4 B. Referring to  FIGS. 4B and 4C  together, the deployed airbag  225  includes a rear face portion  432   a  facing toward the seat occupant  120  ( FIG. 1 ), and a front face portion  432   b  ( FIG. 4B ) having a vent  434  (e.g. a hole). The vent  434  allows gas to rapidly escape from the airbag  225  after inflation. In some embodiments, the vent  434  can help limit rebound of the occupant from the airbag  225  and rapidly deflate the airbag  225  to allow egress for the occupant shortly after inflation. 
     Various airbag assemblies and/or associated components are described in U.S. patent application Ser. No. 13/274,659, filed Jun. 30, 2011, now U.S. Pat. No. 9,156,558, and titled INFLATABLE PERSONAL RESTRAINT SYSTEMS; U.S. patent application Ser. No. 09/143,756, filed Aug. 13, 1998, now U.S. Pat. No. 5,984,350, and titled VEHICLE SAFETY SYSTEM; U.S. patent application Ser. No. 10/672,606, filed Sep. 26, 2003, now U.S. Pat. No. 6,957,828, and titled INFLATABLE LAP BELT SAFETY BAG; U.S. patent application Ser. No. 09/253,874, filed Mar. 13, 2000, now U.S. Pat. No. 6,439,600, and titled SELF-CENTERING AIRBAG AND METHOD FOR MANUFACTURING AND TUNING THE SAME; U.S. patent application Ser. No. 09/523,875, filed Mar. 13, 2000, now U.S. Pat. No. 6,535,115, and titled AIR BAG HAVING EXCESSIVE EXTERNAL MAGNETIC FIELD PROTECTION CIRCUITRY; U.S. patent application Ser. No. 09/524,370, filed Mar. 14, 2000, now U.S. Pat. No. 6,217,066, and titled MULTIPLE INFLATOR SAFETY CUSHION; U.S. patent application Ser. No. 12/057,295, filed Mar. 27, 2008, now U.S. Pat. No. 7,665,761, and titled INFLATABLE PERSONAL RESTRAINT SYSTEMS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; U.S. patent application Ser. No. 12/051,768, filed Mar. 19, 2008, now U.S. Pat. No. 7,980,590, and titled INFLATABLE PERSONAL RESTRAINT SYSTEMS HAVING WEB-MOUNTED INFLATORS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; U.S. patent application Ser. No. 13/608,959, filed Sep. 10, 2012, now U.S. Pat. No. 9,276,202, and titled ELECTRONIC MODULE ASSEMBLY FOR INFLATABLE PERSONAL RESTRAINT SYSTEMS AND ASSOCIATED METHODS; U.S. patent application Ser. No. 13/270,079, filed Jun. 27, 2011, now abandoned, and titled SENSORS FOR DETECTING RAPID DECELERATION/ACCELERATION EVENTS; U.S. patent application Ser. No. 13/194,411, filed Jul. 29, 2011, now U.S. Pat. No. 8,439,398, and titled INFLATOR CONNECTORS FOR INFLATABLE PERSONAL RESTRAINTS AND ASSOCIATED SYSTEMS AND METHODS; U.S. patent application Ser. No. 13/227,392, filed Sep. 7, 2011, now U.S. Pat. No. 8,556,293, and titled BUCKLE CONNECTORS FOR INFLATABLE PERSONAL RESTRAINTS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; U.S. patent application Ser. No. 13/086,234, filed Apr. 13, 2011, now U.S. Pat. No. 8,469,397, and titled STITCH PATTERNS FOR RESTRAINT-MOUNTED AIRBAGS AND ASSOCIATED SYSTEMS AND METHODS; U.S. patent application Ser. No. 13/227,382, filed Sep. 7, 2011, now U.S. Pat. No. 8,403,361, and titled ACTIVATION SYSTEMS FOR INFLATABLE PERSONAL RESTRAINT SYSTEMS; U.S. patent application Ser. No. 13/228,333, filed Sep. 8, 2011, now U.S. Pat. No. 8,818,759, and titled COMPUTER SYSTEM FOR REMOTE TESTING OF INFLATABLE PERSONAL RESTRAINT SYSTEMS; U.S. patent application Ser. No. 13/424,197, filed Mar. 19, 2012, now U.S. Pat. No. 8,523,220, and titled STRUCTURE MOUNTED AIRBAG ASSEMBLIES AND ASSOCIATED SYSTEMS AND METHODS; and U.S. Provisional Patent Application No. 62/495,602, filed Jan. 20, 2016, and titled OCCUPANT RESTRAINT SYSTEMS HAVING EXTENDING RESTRAINTS, AND ASSOCIATED SYSTEMS AND METHODS. Each of the patents and patent applications listed above is incorporated herein by reference in its entirety. Indeed, any patents and applications and other references identified herein, including any that may be listed in accompanying filing papers, are incorporated herein by reference in their entirety. Aspects of the present technology can be modified, if necessary, to employ the systems, functions, and concepts of the various references described above to provide yet further implementations of the present technology. To the extent that a portion of the present disclosure contradicts a portion of any of the above-noted patents or patent applications, the present disclosure should be used.