PATENT DOCUMENT

Publication Number: US-10919482-B1
Application Number: US-202016877841-A
Country: US
Kind Code: B1

Title: Airbag-based occupant safety system

Abstract:
Occupant safety systems suitable for use in both traditional and opposed seating systems include various combinations of passive safety components: sensors that provide an output signal indicative of an imminent collision, inflatable restraints that deploy from opposing interior surfaces of a passenger compartment of a vehicle based on the output signal, and inflators disposed within door cavities that selectively inflate an airbag or vent the inflator to an exterior of a vehicle based on the output signal.

Claims:
What is claimed is: 
     
       1. An occupant safety system, comprising:
 a sensor that provides an output signal indicative of an imminent collision; and 
 first and second inflatable restraints configured to:
 deploy from opposing interior surfaces of a passenger compartment of a vehicle based on the output signal; and 
 meet at an interface region in a central location within the passenger compartment upon deployment, 
 
 wherein a first outer surface of the first inflatable restraint meets a second outer surface of the second inflatable restraint in a keyed relationship along the interface region, 
 wherein the keyed relationship includes a protrusion on the first outer surface fitted within a depression disposed in the second outer surface, and 
 wherein inflation of the protrusion occurs after inflation of a main body of the first inflatable restraint. 
 
     
     
       2. The system of  claim 1 , wherein the keyed relationship includes an angled face on the first outer surface fitted to another angled face on the second outer surface. 
     
     
       3. The system of  claim 1 , wherein the opposing interior surfaces of the passenger compartment are proximate to at least one of doors, roof rails, or belt lines. 
     
     
       4. The system of  claim 1 , further comprising:
 a coating deposited on at least one of the first and second outer surfaces, the coating increasing a coefficient of friction along the interface region. 
 
     
     
       5. The system of  claim 1 , wherein the first and second inflatable restraints each comprise:
 a first chamber of a first pressure; and 
 a second chamber of a second pressure that extends along a side surface of the first chamber upon deployment, wherein the first pressure is at least two times the second pressure. 
 
     
     
       6. The system of  claim 1 , wherein the protrusion includes an end having a rounded shape. 
     
     
       7. The system of  claim 1 , wherein the first outer surface of the first inflatable restraint overlaps the second outer surface of the second inflatable restraint along the interface region. 
     
     
       8. An occupant safety system, comprising:
 a sensor that provides an output signal indicative of an imminent collision; 
 a first inflatable restraint that deploys from a first interior surface of a passenger vehicle in response to the output signal; 
 a second inflatable restraint that deploys from a second interior surface of the passenger vehicle in response to the output signal, the first and second interior surfaces of the passenger vehicle being opposing interior surfaces proximate to at least one of doors, roof rails, or belt lines; and 
 an interface structure comprising a protrusion of the first inflatable restraint configured to fit within a depression of the second inflatable restraint and configured to restrain motion of the first inflatable restraint relative to the second inflatable restraint when the first inflatable restraint and the second inflatable restraint are deployed, 
 wherein inflation of the protrusion occurs after inflation of a main body of the first inflatable restraint. 
 
     
     
       9. The system of  claim 8 , wherein the interface structure includes overlapping outer surfaces of the first and second inflatable restraints. 
     
     
       10. The system of  claim 9 , wherein the interface structure includes a coating that increases friction between the overlapping outer surfaces of the first inflatable restraint and the second inflatable restraint when the first inflatable restraint and the second inflatable restraint are deployed. 
     
     
       11. The system of  claim 8 , wherein an angled face on the first inflatable restraint is fitted to an opposing angled face of the second inflatable restraint. 
     
     
       12. The system of  claim 8 , wherein the first inflatable restraint and the second inflatable restraint each include a first chamber having a first stiffness and a second chamber having a second stiffness that is lower than the first stiffness when the first inflatable restraint and the second inflatable restraint are deployed. 
     
     
       13. The system of  claim 8 , wherein the protrusion includes an end having a rounded shape. 
     
     
       14. An occupant safety system, comprising:
 a sensor that provides an output signal indicative of an imminent collision; and 
 first and second inflatable restraints each comprising first chambers of a first pressure and second chambers of a second pressure that extend along side surfaces of the first chambers upon deployment, 
 wherein the first pressure is at least two times the second pressure, 
 wherein the first and second inflatable restraints deploy from opposing interior surfaces of a passenger compartment of a vehicle based on the output signal, and 
 wherein the first and second inflatable restraints meet at an interface region within the passenger compartment upon deployment. 
 
     
     
       15. The system of  claim 14 , further comprising:
 an interface structure configured to restrain motion of the first inflatable restraint relative to the second inflatable restraint when the first inflatable restraint and the second inflatable restraint are deployed. 
 
     
     
       16. The system of  claim 15 , wherein the interface structure includes a protrusion on the first chamber of the first inflatable restraint that is fitted within a depression disposed in the first chamber of the second inflatable restraint when the first inflatable restraint and the second inflatable restraint are deployed. 
     
     
       17. The system of  claim 16 , wherein inflation of the protrusion occurs after inflation of a main body of the first inflatable restraint. 
     
     
       18. The system of  claim 16 , wherein the protrusion includes an end having a rounded shape. 
     
     
       19. The system of  claim 15 , wherein the interface structure includes an angled face on the first inflatable restraint that is fitted to an opposing angled face of the second inflatable restraint when the first inflatable restraint and the second inflatable restraint are deployed. 
     
     
       20. The system of  claim 15 , wherein the interface structure includes overlapping outer surfaces of the first and second inflatable restraints.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 15/935,372, filed Mar. 26, 2018, entitled “Airbag-Based Occupant Safety Systems,” and claims the benefit of U.S. Provisional Application No. 62/487,779, filed on Apr. 20, 2017, entitled “Airbag-Based Occupant Safety Systems,” the content of which is incorporated herein by reference in its entirety. 
    
    
     FIELD 
     The application relates generally to occupant safety systems for vehicles that include airbags. More particularly, described embodiments relate to cross-cabin airbags, vehicle exterior airbags, and directed airbag deployment for passenger compartments with opposed or traditional seating. 
     BACKGROUND 
     Existing occupant safety systems for traditional, one- two- or three-row vehicles, such as restraints including seatbelts and airbags, can reduce the risk of injury during a collision. Vehicular airbags often use interior components such as dash panels, roof rails, and steering wheels both for packaging purposes and to provide reaction surfaces to interact with the airbags to produce the necessary reaction force. In the absence of adequate reaction surfaces or tethers, airbags may deflect too much to adequately protect an occupant during a collision. 
     In non-traditional vehicle designs, for example, where rows of occupants face each other within the passenger compartment or where the vehicle is designed without roof rails, there are limited options for reaction surfaces and tethers. New approaches to airbag-based occupant safety systems are thus desired. 
     SUMMARY 
     One aspect of the disclosed embodiments is an occupant safety system. The occupant safety system includes a sensor that provides an output signal indicative of an imminent collision and a pair of inflatable restraints. The inflatable restraints deploy from opposing interior surfaces of a passenger compartment of a vehicle based on the output signal. The inflatable restraints each include a central chamber and a pair of outer chambers. The outer chambers extend along opposing side surfaces of the central chamber upon deployment, and the central chamber has a first pressure and the outer chambers have a second pressure. The central chambers and the outer chambers of the pair of inflatable restraints meet along an interface region within the passenger compartment. 
     Another aspect of the disclosed embodiments is an occupant safety system. The occupant safety system includes a sensor that provides an output signal indicative of an imminent collision, a first inflatable restraint that deploys from a first interior surface of a passenger vehicle in response to the output signal, and a second inflatable restraint that deploys from a second interior surface of the passenger vehicle in response to the output signal. An interface structure is defined on one or both of the first inflatable restraint and the second inflatable restraint to restrain motion of the first inflatable restraint relative to the second inflatable restraint when the first inflatable restraint and the second inflatable restraint are deployed. 
     Another aspect of the disclosed embodiments is an occupant safety system. The occupant safety system includes a sensor that provides an output signal indicative of an imminent collision and an inflator that selectively inflates an airbag or vents to an exterior of a vehicle based on the output signal. The inflator is disposed within a cavity of a door of a vehicle. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIGS. 1A and 1B  show a motion diagram of a collision. 
         FIGS. 2A and 2B  show another motion diagram of a collision. 
         FIGS. 3A and 3B  show construction examples for a cross-cabin airbag. 
         FIG. 4  shows a top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIG. 5  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIG. 6  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIG. 7  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIG. 8  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIG. 9  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 10A, 10B, and 10C  show cross-sectional examples through the cross-cabin airbags of  FIG. 9 . 
         FIG. 11  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIG. 12  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIG. 13  shows another top-view pre-collision diagram using cross-cabin airbags as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 14A, 14B, and 14C  show partial cross sections through a passenger compartment with an airbag system disposed within a door of a vehicle. 
         FIG. 15  shows another partial cross section through a passenger compartment with an airbag system disposed within a door of a vehicle. 
         FIG. 16  is a block diagram of an example of a computing device. 
     
    
    
     DETAILED DESCRIPTION 
     This disclosure relates to advances in occupant safety systems suitable for use in non-traditional vehicles, such as vehicles including opposed seating systems and lacking traditional airbag packaging and reaction surfaces such as dash panels, steering wheels, and roof rails. Improved occupant safety systems include inflatable restraints such as cross-cabin airbags that increase safety during a collision for occupants facing each other in an opposed seating configuration. Improved occupant safety systems also include door-based inflators serving multiple airbags or single airbags with multiple deployment direction capabilities. The use of these safety features allows for increased options in packaging and design in all vehicle passenger compartments regardless of cabin and seating configurations. 
       FIGS. 1A and 1B  show a motion diagram of a collision in an opposed seating system. The front of the vehicle (not shown) including the opposed seating system is on the left, and the vehicle is moving to the left. In  FIG. 1A , pre-collision, an occupant  100  is restrained in a front-facing seat  102  using a tensioned restraint  104 , and the tensioned restraint  104  includes a lap portion and a shoulder portion securing the occupant  100  to the front-facing seat  102 . In this example, the tensioned restraint  104  can be a seatbelt or a lapbelt. In  FIG. 1B , during a front-end, forward motion collision occurring on a left side of the diagram, the occupant  100  is bent forward into the open space of the passenger compartment, greatly extending the tensioned restraint  104 , for example, should a locking mechanism for the tensioned restraint  104  not engage. There is a risk of injury to the occupant  100 , for example, based on a head of the occupant  100  hitting knees of the occupant  100 . In this example, and in other examples described herein, similar forces may be experienced by passengers in other seating positions for other collision types. In the example of  FIGS. 1A-1B , similar forces would be experienced by rear-facing passengers during a rear-end collision. 
       FIGS. 2A and 2B  show another motion diagram of a collision. The collision of  FIGS. 2A and 2B  can also occur in an opposed seating system as shown. The front of the vehicle (not shown) is on the left, and the vehicle is moving to the left. In  FIG. 2A , during a collision where a tensioned restraint  204  holds an occupant  200  against a rear-facing seat  202 , a loose object  206 , in this example, a backpack, can be launched toward the occupant  200  from, for example, its position on the opposed seat row as indicated by a dotted-line arrow. In  FIG. 2B , at a later time during the collision than in  FIG. 2A , the loose object  206  can impact the occupant  200 , potentially causing an injury to the occupant  200 . A similar loose object scenario is presented for a front-facing passenger during a rear-end collision for an object located on a rear facing seat. Various occupant safety system components are described below that can reduce or eliminate the potential injuries to the occupants  100 ,  200  that are possible in the scenarios described by the collision motion diagrams of  FIGS. 1A, 1B, 2A, and 2B . 
       FIG. 3A  shows a top view of a construction example for a cross-cabin airbag  308 , for example, deployable from a door, a belt line, or a roof rail of vehicle (not shown) to extend in front of one or more occupants such as the occupant  100  of  FIGS. 1A and 1B . In the example of  FIG. 3A , the cross-cabin airbag  308  is divided into three chambers  310 ,  312 ,  314 . The outer chambers  310 ,  314  can be coupled to the central chamber  312 , for example, using a common panel or through stitching or tethering. The outer chambers  310 ,  314  can be in fluid communication with the central chamber  312  and use a common inflation source. The outer chambers  310 ,  314  can be isolated from the central chamber  312  and use separate inflation sources. 
     The outer chambers  310 ,  314  can have an inflatable construction of lower pressure, that is, a pressure causing a lower stiffness, while the central chamber  312  can have a drop-stitch construction and a higher pressure, that is, a pressure causing a higher stiffness, to act as a reaction surface. The difference in pressure and/or stiffness can be achieved by using a high-pressure structural airbag for the central chamber  312  and softer, lower pressure airbags for the outer chambers  310 ,  314 . For example, the central chamber  312  can have a pressure at least two times or twice a pressure of the outer chambers  310 ,  314 . In other examples, the central chamber  312  may have a pressure equal to a pressure of the outer chambers  310 ,  314 , though stiffness may differ. During deployment, the outer chambers  314  can extend along opposing side surfaces of the central chamber  312  as shown. 
       FIG. 3B  shows a perspective view of internal detail for one construction example of the central chamber  312  of the cross-cabin airbag  308  of  FIG. 3A . Layers of fabric can stiffen and stabilize the central chamber  312  of the cross-cabin airbag  308  during deployment as shown. For example, inflated drop-stitch fabrics have a high overall stiffness including a high bending stiffness based on using both higher pressures and spaced apart layers of fabric connected to one another by a large number of threads extending between the layers. Drop-stitch materials are also used in stand-up paddle boards, air mattresses, or kayak floors given the high overall stiffness and high bending stiffness. 
     Use of high-pressure inflation and drop-stitch construction within the central chamber  312  for the cross-cabin airbag  308  allows for a stiff, self-tethered airbag that acts as a reaction surface. In other words, a layered central chamber  312  of a higher pressure can provide the necessary stiffness so the lower pressure, lower stiffness airbags forming the outer chambers  310 ,  314  maintain position during a collision. Other embodiments of the cross-cabin airbag  308  (not shown) can include: a cross-cabin airbag having a central chamber and outer chambers of equal pressure and equal or different stiffness, an open-faced sandwich version of a cross-cabin airbag with two chambers, one of higher pressure and one of lower pressure, and a single-chamber cross-cabin airbag with frames of drop-stitch fabric and intermediate pressure and/or stiffness. 
     The cross-cabin airbag  308  of  FIGS. 3A and 3B  can provide protection to the head, the torso, and the legs of an occupant during a collision when the occupant impacts one of the outer chambers  310 ,  314 . The cross-cabin airbag  308  can also provide protection during a collision to the head and torso of an occupant when loose objects, such as the loose object  206  shown in  FIGS. 2A and 2B , impact an opposing one of the outer chambers  310 ,  314  to that impacted by the occupant based on a position of the loose object in an opposing seat to the occupant prior to the collision. 
       FIG. 4  shows a top-view pre-collision diagram using cross-cabin airbags  408   a ,  408   b  as part of an occupant safety system for use in an opposed seating system (not shown). The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  400   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  400   b , are restrained in front-facing seats (not shown). Though a total of six occupants are shown, that is, two opposed seating rows hold three occupant each, only the center occupants  400   a ,  400   b  are labeled for simplicity of description. The number of seated occupants may also vary from zero to six in the passenger compartment of  FIG. 4 . In the shown example, the center occupants  400   a ,  400   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  408   a ,  408   b  includes three chambers, two outer chambers  410   a  or  410   b ,  414   a  or  414   b  and a central chamber  412   a  or  412   b . The construction of the outer chambers  410   a ,  410   b ,  414   a ,  414   b  and the central chambers  412   a ,  412   b  can be similar to that described for the outer chambers  310 ,  314  and the central chamber  312  of the cross-cabin airbag  308  of  FIG. 3A . That is, the outer chambers  410   a ,  410   b ,  414   a ,  414   b  can have a lower pressure and/or stiffness, and the central chambers  412   a ,  412   b  can have a higher pressure and/or stiffness than that of the outer chambers  410   a ,  410   b ,  414   a ,  414   b.    
     The cross-cabin airbags  408   a ,  408   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown). For example, the cross-cabin airbags  408   a ,  408   b  can be mounted within opposing door panels, opposing belt lines, or opposing roof rails (not shown) along an outer perimeter of the passenger compartment and deployed in a manner that positions the cross-cabin airbags  408   a ,  408   b  between the two rows of occupants. Deployment of the cross-cabin airbags  408   a ,  408   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  410   a ,  410   b ,  414   a ,  414   b  extend along side surfaces of the respective central chambers  412   a ,  412   b  as shown. 
     The cross-cabin airbags  408   a ,  408   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  408   a ,  408   b  meet between the center occupants  400   a ,  400   b  along an interface region  416  designated in dotted line. The term “interface region” is used to indicate the location where the first in a pair of cross-cabin airbags touches, couples, meets, hooks, or otherwise interfaces with the second in a pair of cross-cabin airbags in order to form a more singular or united cross-cabin airbag that extends across the entire passenger compartment. In particular, structures (i.e., “interface structures”) may be defined on one or both of the cross-cabin airbags  408   a ,  408   b  to restrain relative motion of the cross-cabins airbags  408   a ,  408   b  when deployed. 
     For the interface region  416  in  FIG. 4 , an outermost portion of an outer surface of the central chamber  412   a  can touch or otherwise interface with an outermost portion of an outer surface of the central chamber  412   b  at a central location within the passenger compartment. Similarly, an outermost portion of an outer surface of the outer chamber  410   a  can touch or otherwise interface with an outermost portion of an outer surface of the outer chamber  410   b  at a central location within the passenger compartment. Finally, an outermost portion of an outer surface of the outer chamber  414   a  can touch or interface with an outermost portion of an outer surface of the outer chamber  414   b  at a central location within the passenger compartment. Thus, in this example, the interface region  416  is a straight line extending between the center occupants  400   a ,  400   b.    
     Each of the cross-cabin airbags  408   a ,  408   b  shown in  FIG. 4  acts independently to protect the occupants, including the center occupants  400   a ,  400   b , during lower-speed and moderate-speed collisions. Optimization of design of the cross-cabin airbags  408   a ,  408   b  in a manner that impacts the interface region  416  can further enhance performance of the cross-cabin airbags  408   a ,  408   b  during higher-speed collisions and in situations that include a presence of the center occupants  400   a ,  400   b . Additional designs for interface regions to be used with cross-cabin airbags similar to the cross-cabin airbags  408   a ,  408   b  of  FIG. 4  are further described below. 
       FIG. 5  shows another top-view pre-collision diagram using cross-cabin airbags  508   a ,  508   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  500   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  500   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  500   a ,  500   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  508   a ,  508   b  includes three chambers, two outer chambers  510   a  or  510   b ,  514   a  or  514   b  and a central chamber  512   a  or  512   b . The outer chambers  510   a ,  510   b ,  514   a ,  514   b  can have a lower pressure and/or stiffness, and the central chambers  512   a ,  512   b  can have a higher pressure and/or stiffness than that of the outer chambers  510   a ,  510   b ,  514   a ,  514   b . The cross-cabin airbags  508   a ,  508   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  508   a ,  508   b  between the two rows of occupants. Deployment of the cross-cabin airbags  508   a ,  508   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  510   a ,  510   b ,  514   a ,  514   b  extend along side surfaces of the respective central chambers  512   a ,  512   b  as shown. 
     The cross-cabin airbags  508   a ,  508   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  508   a ,  508   b  meet between the center occupants  500   a ,  500   b  along an interface region  516  designated in dotted line. In the example of  FIG. 5 , an outermost portion of an outer surface of the central chamber  512   a  can touch or otherwise interface with an outermost portion of an outer surface of the central chamber  512   b  at a central location within the passenger compartment. Similarly, an outermost portion of an outer surface of the outer chamber  510   a  can touch or otherwise interface with an outermost portion of an outer surface of the outer chamber  510   b  at a central location within the passenger compartment. Finally, an outermost portion of an outer surface of the outer chamber  514   a  can touch or interface with an outermost portion of an outer surface of the outer chamber  514   b  at a central location within the passenger compartment. Thus, in this example, the interface region  516  is a straight line extending between the center occupants  500   a ,  500   b.    
     A strength of connection or strength of coupling of the outer surfaces of the central chambers  512   a ,  512   b  along the interface region  516  can be improved, for example, in a matter that prohibits the occupants  500   a ,  500   b  from pressing between the cross-cabin airbags  508   a ,  508   b  during a collision, by adding or depositing a coating  518  to outside surfaces of the central chambers  512   a ,  512   b . The coating  518  can be silicone-based or formed of any other materials that can increase a friction coefficient along the interface region  516  such that the separate central chambers  512   a ,  512   b  are less likely to move or slip along the interface region  516 . The coating  518  can also be heat activated. In other words, upon deployment, the coating  518  can be heated in a manner that increases its coefficient of friction. The use of heat activation of the coating  518  allows for easier folding and storage of the cross-cabin airbags  508   a ,  508   b  prior to deployment. 
     The examples shown in  FIGS. 6-13  also couple or connect surfaces of inflatable restraints at an interface region to restrain relative motion, using interface structures defined by the geometric configurations of the inflatable restraints, as will be described herein. 
       FIG. 6  shows another top-view pre-collision diagram using cross-cabin airbags  608   a ,  608   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  600   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  600   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  600   a ,  600   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  608   a ,  608   b  includes three chambers, two outer chambers  610   a  or  610   b ,  614   a  or  614   b  and a central chamber  612   a  or  612   b . The outer chambers  610   a ,  610   b ,  614   a ,  614   b  can have a lower pressure and/or stiffness, and the central chambers  612   a ,  612   b  can have a higher pressure and/or stiffness than that of the outer chambers  610   a ,  610   b ,  614   a ,  614   b . The cross-cabin airbags  608   a ,  608   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  608   a ,  608   b  between the two rows of occupants. Deployment of the cross-cabin airbags  608   a ,  608   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  610   a ,  610   b ,  614   a ,  614   b  extend along side surfaces of the respective central chambers  612   a ,  612   b  as shown. 
     The cross-cabin airbags  608   a ,  608   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  608   a ,  608   b  meet between the center occupants  600   a ,  600   b  along an interface region  616  designated in dotted line. In the example of  FIG. 6 , an outermost portion of an outer surface of the central chamber  612   a  can touch or otherwise interface with an outermost portion of an outer surface of the central chamber  612   b  at a central location within the passenger compartment. Similarly, an outermost portion of an outer surface of the outer chamber  610   a  can touch or otherwise interface with an outermost portion of an outer surface of the outer chamber  610   b  at a central location within the passenger compartment. Finally, an outermost portion of an outer surface of the outer chamber  614   a  can touch or interface with an outermost portion of an outer surface of the outer chamber  614   b  at a central location within the passenger compartment. Thus, in this example, the interface region  616  is a straight line extending between the center occupants  600   a ,  600   b.    
     A strength of connection or strength of coupling of the outer surfaces of the central chambers  612   a ,  612   b  along the interface region  616  can be improved by sizing the central chambers  612   a ,  612   b  such that there is not only an interface or meeting of outer surfaces of the central chambers  612   a ,  612   b  upon deployment, but also an overlap along the interface region  616 . For example, increasing a volume or capacity of the central chambers  612   a ,  612   b  when fully inflated can cause an overlap of the central chambers  612   a ,  612   b  such as that shown in  FIG. 6 . When the central chambers  612   a ,  612   b  overlap in this manner, it is difficult for the occupants  600   a ,  600   b  to press between the cross-cabin airbags  608   a ,  608   b , increasing the efficiency of the occupant safety system. 
       FIG. 7  shows another top-view pre-collision diagram using cross-cabin airbags  708   a ,  708   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  700   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  700   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  700   a ,  700   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  708   a ,  708   b  includes three chambers, two outer chambers  710   a  or  710   b ,  714   a  or  714   b  and a central chamber  712   a  or  712   b . The outer chambers  710   a ,  710   b ,  714   a ,  714   b  can have a lower pressure and/or stiffness, and the central chambers  712   a ,  712   b  can have a higher pressure and/or stiffness than that of the outer chambers  710   a ,  710   b ,  714   a ,  714   b . The cross-cabin airbags  708   a ,  708   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  708   a ,  708   b  between the two rows of occupants. Deployment of the cross-cabin airbags  708   a ,  708   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  710   a ,  710   b ,  714   a ,  714   b  extend along side surfaces of the respective central chambers  712   a ,  712   b  as shown. 
     The cross-cabin airbags  708   a ,  708   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  708   a ,  708   b  meet along an interface region  716  designated in dotted line. In the example of  FIG. 7 , the central chamber  712   a  has a volume approximately half of a volume of the central chamber  712   b  such that an outermost portion of an outer surface of the central chamber  712   a  can touch or otherwise interface with an outermost portion of an outer surface of the central chamber  712   b  at a location proximate to first sides of the occupants  700   a ,  700   b , that is, at a location offset from a center of the passenger compartment in a first direction. The outer chambers  710   b ,  714   b  can have volumes approximately half of volumes of the outer chambers  710   a ,  714   a  such that outermost portions of outer surfaces of the outer chambers  710   b ,  714   b  can touch or otherwise interface with outermost portions of outer surfaces of the outer chambers  710   a ,  714   a  at a location proximate to second sides of the occupants  700   a ,  700   b , that is, at a location offset from a center of the passenger compartment in a second direction. 
     The direction of the offsets from the center of the passenger compartment can be generally vertical in reference to  FIG. 7 , that is, the central chambers  712   a ,  712   b  can meet at the interface region  716  nearer to a top of the diagram, and the outer chambers  710   a ,  710   b ,  714   a ,  714   b  can meet at the interface region  716  nearer to a bottom of the diagram in a manner consistent with the first direction being separated from the second direction by one-hundred-eighty degrees. The opposite is also possible. Based on the offsets described, the interface region  716  is a line with a square-wave shape extending between the first and second sides of the center occupants  700   a ,  700   b  with the peak and valley of the square-wave shape being equally offset from the center of the passenger compartment. When the outer chambers  710   a ,  710   b ,  714   a ,  714   b  and the central chambers  712   a ,  712   b  meet along the interface region  716  in this keyed manner, it is difficult for the occupants  700   a ,  700   b  to press between the cross-cabin airbags  708   a ,  708   b , increasing the efficiency of the occupant safety system. 
       FIG. 8  shows another top-view pre-collision diagram using cross-cabin airbags  808   a ,  808   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  800   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  800   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  800   a ,  800   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  808   a ,  808   b  includes three chambers, two outer chambers  810   a  or  810   b ,  814   a  or  814   b  and a central chamber  812   a  or  812   b . The outer chambers  810   a ,  810   b ,  814   a ,  814   b  can have a lower pressure and/or stiffness, and the central chambers  812   a ,  812   b  can have a higher pressure and/or stiffness than that of the outer chambers  810   a ,  810   b ,  814   a ,  814   b . The cross-cabin airbags  808   a ,  808   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  808   a ,  808   b  between the two rows of occupants. Deployment of the cross-cabin airbags  808   a ,  808   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  810   a ,  810   b ,  814   a ,  814   b  extend along side surfaces of the respective central chambers  812   a ,  812   b  as shown. 
     The cross-cabin airbags  808   a ,  808   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  808   a ,  808   b  meet along an interface region  816  designated in dotted line. In the example of  FIG. 8 , the central chambers  812   a ,  812   b  are designed to meet in a keyed relationship along the interface region  816 . Here, the keyed relationship is such that an angled face  820   a  on an outer surface of the central chamber  812   a  is fitted to an opposing angled face  820   b  on an outer surface of the central chamber  812   b . The angled faces  820   a ,  820   b  are formed by using different lengths for opposing sides of the central chambers  812   a ,  812   b  such that each of the central chambers  812   a ,  812   b  has a triangular-shaped protrusion with the angled faces  820   a ,  820   b  meeting along the interface region  816 . This design also includes the outer chambers  810   a ,  810   b ,  814   a ,  814   b  having different lengths as shown. When the outer chambers  810   a ,  810   b ,  814   a ,  814   b  and the central chambers  812   a ,  812   b  meet along the interface region  816  in this staggered manner, it is difficult for the occupants  800   a ,  800   b  to press between the cross-cabin airbags  808   a ,  808   b , increasing the efficiency of the occupant safety system. 
       FIG. 9  shows another top-view pre-collision diagram using cross-cabin airbags  908   a ,  908   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  900   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  900   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  900   a ,  900   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  908   a ,  908   b  includes three chambers, two outer chambers  910   a  or  910   b ,  914   a  or  914   b  and a central chamber  912   a  or  912   b . The outer chambers  910   a ,  910   b ,  914   a ,  914   b  can have a lower pressure and/or stiffness, and the central chambers  912   a ,  912   b  can have a higher pressure and/or stiffness than that of the outer chambers  910   a ,  910   b ,  914   a ,  914   b . The cross-cabin airbags  908   a ,  908   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  908   a ,  908   b  between the two rows of occupants. Deployment of the cross-cabin airbags  908   a ,  908   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  910   a ,  910   b ,  914   a ,  914   b  extend along side surfaces of the respective central chambers  912   a ,  912   b  as shown. 
     The cross-cabin airbags  908   a ,  908   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  908   a ,  908   b  meet along an interface region  916  designated in dotted line. In the example of  FIG. 9 , the central chambers  912   a ,  912   b  are designed to meet in a keyed relationship along the interface region  916 . Here, the keyed relationship is such that an outer surface of the central chamber  912   a  defines a depression  922  and an outer surface of the central chamber  912   b  includes a protrusion  924 . The protrusion  924  is fitted within the depression  922  when the central chambers  912   a ,  912   b  are deployed as shown. When the outer chambers  910   a ,  910   b ,  914   a ,  914   b  and the central chambers  912   a ,  912   b  meet along the interface region  916  in this keyed manner using the protrusion  924  and the depression  922 , it is difficult for the occupants  900   a ,  900   b  to press between the cross-cabin airbags  908   a ,  908   b , increasing the efficiency of the occupant safety system. A cross section through  FIG. 9  is described in reference to  FIGS. 10A, 10B, and 10C  below. 
       FIGS. 10A, 10B, and 10C  show cross-sectional examples through the cross-cabin airbags  908   a ,  908   b  of  FIG. 9 . Though described in reference to  FIG. 9 , the cross-sectional examples of  FIGS. 10A, 10B, and 10C  can be implemented in a variety of cross-cabin airbags, such as the cross-cabin airbags  408   a ,  408   b ,  508   a ,  508   b ,  608   a ,  608   b ,  708   a ,  708   b ,  808   a , and  808   b  of  FIGS. 4, 5, 6, 7, and 8 . Where  FIGS. 4-9  show a top view,  FIGS. 10A, 10B, and 10C  show sectional views depicting various keyed relationships between cross-cabin airbags  1008   a ,  1008   b  consistent with a side view of the deployed cross-cabin airbags  1008   a ,  1008   b.    
     The keyed relationships of the cross-cabin airbags  1008   a ,  1008   b  can be formed using angled faces ( FIG. 10A ), depressions ( FIGS. 10B, 10C ), and protrusions ( FIGS. 10B, 10C ) on outer surfaces of the central chambers in a manner similar to that previously described in reference to  FIGS. 7, 8, and 9 . Further, keyed relationships can be formed in one or two planes along interface regions, that is, as keyed from a top view as in  FIGS. 7, 8, and 9  or as keyed from a sectional or side view as shown in  FIGS. 10A, 10B, and 10C . Establishing keyed relationships between the cross-cabin airbags  1008   a ,  1008   b  using angled faces, protrusions, and depressions makes it difficult for occupants to press between the cross-cabin airbags  1008   a ,  1008   b , increasing the efficiency of the occupant safety system. 
       FIG. 11  shows another top-view pre-collision diagram using cross-cabin airbags  1108   a ,  1108   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  1100   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  1100   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  1100   a ,  1100   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  1108   a ,  1108   b  includes three chambers, two outer chambers  1110   a  or  1110   b ,  1114   a  or  1114   b  and a central chamber  1112   a  or  1112   b . The outer chambers  1110   a ,  1110   b ,  1114   a ,  1114   b  can have a lower pressure and/or stiffness, and the central chambers  1112   a ,  1112   b  can have a higher pressure and/or stiffness than that of the outer chambers  1110   a ,  1110   b ,  1114   a ,  1114   b . The cross-cabin airbags  1108   a ,  1108   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  1108   a ,  1108   b  between the two rows of occupants. Deployment of the cross-cabin airbags  1108   a ,  1108   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  1110   a ,  1110   b ,  1114   a ,  1114   b  extend along side surfaces of the respective central chambers  1112   a ,  1112   b  as shown. 
     The cross-cabin airbags  1108   a ,  1108   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  1108   a ,  1108   b  meet along an interface region  1116  designated in dotted line. In the example of  FIG. 11 , the central chambers  1112   a ,  1112   b  are designed to meet in a keyed relationship along the interface region  1116 . Here, the keyed relationship is such that an outer surface of the central chamber  1112   a  defines a depression  1122 . The depression  1122  serves as the female portion of the keyed relationship. The outer surface of the central chamber  1112   b  includes a protrusion  1124  or male portion of the keyed relationship. 
     The protrusion  1124  extending from the central chamber  1112   b  is shown in dotted line since the protrusion  1124  is inflated after main bodies of the central chambers  1112   a ,  1112   b  are inflated so as to be fitted within the depression  1122  in a locking manner as shown. When the outer chambers  1110   a ,  110   b ,  1114   a ,  1114   b  and the central chambers  1112   a ,  1112   b  meet along the interface region  1116  in this keyed manner using the protrusion  1124  and the depression  1122 , it is difficult for the occupants  1100   a ,  1100   b  to press between the cross-cabin airbags  1108   a ,  1108   b , increasing the efficiency of the occupant safety system. 
       FIG. 12  shows another top-view pre-collision diagram using cross-cabin airbags  1208   a ,  1208   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  1200   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  1200   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  1200   a ,  1200   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  1208   a ,  1208   b  includes three chambers, two outer chambers  1210   a  or  1210   b ,  1214   a  or  1214   b  and a central chamber  1212   a  or  1212   b . The outer chambers  1210   a ,  1210   b ,  1214   a ,  1214   b  can have a lower pressure and/or stiffness, and the central chambers  1212   a ,  1212   b  can have a higher pressure and/or stiffness than that of the outer chambers  1210   a ,  1210   b ,  1214   a ,  1214   b . The cross-cabin airbags  1208   a ,  1208   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  1208   a ,  1208   b  between the two rows of occupants. Deployment of the cross-cabin airbags  1208   a ,  1208   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  1210   a ,  1210   b ,  1214   a ,  1214   b  extend along side surfaces of the respective central chambers  1212   a ,  1212   b  as shown. 
     The cross-cabin airbags  1208   a ,  1208   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  1208   a ,  1208   b  meet along an interface region  1216  designated in dotted line. In the example of  FIG. 12 , the outer chamber  1214   a  meets the central chamber  1212   b  in a keyed relationship along the interface region  1216 . Here, the keyed relationship is such that an outer surface of the central chamber  1212   b  defines a depression  1222  and an outer surface of the outer chamber  1214   a  includes a protrusion  1224 . The protrusion  1224  is fitted within the depression  1222  when the cross-cabin airbags  1208   a ,  1208   b  are deployed as shown. The outer chambers  1210   b ,  1214   a  also include protrusions allowing a tighter fit to respective side surfaces of the central chambers  1212   a ,  1212   b  as shown. When the outer chambers  1210   a ,  1210   b ,  1214   a ,  1214   b  and the central chambers  1212   a ,  1212   b  meet along the interface region  1216  in this keyed manner using the protrusion  1224  and the depression  1222 , it is difficult for the occupants  1200   a ,  1200   b  to press between the cross-cabin airbags  1208   a ,  1208   b , increasing the efficiency of the occupant safety system. 
       FIG. 13  shows another top-view pre-collision diagram using cross-cabin airbags  1308   a ,  1308   b  as part of an occupant safety system for use in an opposed seating system. The front of the vehicle including the opposed seating system is on the left, and the vehicle is moving to the left. Three occupants, including a center occupant  1300   a , are restrained in a rear-facing seats (not shown). Three more occupants, including another center occupant  1300   b , are restrained in front-facing seats (not shown). In the shown example, the center occupants  1300   a ,  1300   b  face each other at a central location within the passenger compartment. 
     Each of the cross-cabin airbags  1308   a ,  1308   b  includes three chambers, two outer chambers  1310   a  or  1310   b ,  1314   a  or  1314   b  and a central chamber  1312   a  or  1312   b . The outer chambers  1310   a ,  1310   b ,  1314   a ,  1314   b  can have a lower pressure and/or stiffness, and the central chambers  1312   a ,  1312   b  can have a higher pressure and/or stiffness than that of the outer chambers  1310   a ,  1310   b ,  1314   a ,  1314   b . In the example of  FIG. 13 , the central chamber  1312   a  has a volume approximately half of a volume of the central chamber  1312   b  such that an outermost portion of an outer surface of the central chamber  1312   a  can touch or otherwise interface with an outermost portion of an outer surface of the central chamber  1312   b  at a location offset from a center of the passenger compartment in a first direction. The outer chambers  1310   b ,  1314   b  can have volumes approximately half of volumes of the outer chambers  1310   a ,  1314   a  such that outermost portions of outer surfaces of the outer chambers  1310   b ,  1314   b  can touch or otherwise interface with outermost portions of outer surfaces of the outer chambers  1310   a ,  1314   a  at a location offset from a center of the passenger compartment in a second direction. 
     The cross-cabin airbags  1308   a ,  1308   b  can be mounted on opposing interior surfaces of a passenger compartment of a vehicle (not shown) and deployed in a manner that positions the cross-cabin airbags  1308   a ,  1308   b  between the two rows of occupants. Deployment of the cross-cabin airbags  1308   a ,  1308   b  can be based on a sensor (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. Deployment can be such that the outer chambers  1310   a ,  1310   b ,  1314   a ,  1314   b  extend along side surfaces of the respective central chambers  1312   a ,  1312   b  as shown. 
     The cross-cabin airbags  1308   a ,  1308   b  can extend or inflate such that outer surfaces of the cross-cabin airbags  1308   a ,  1308   b  meet along an interface region  1316  designated in dotted line. In the example of  FIG. 13 , the outer chambers  1310   a ,  1314   a  meet the central chamber  1312   b  in a keyed relationship along the interface region  1316 . Here, the keyed relationship is such that an outer surface of the central chamber  1312   b  defines a pair of depressions  1322  and outer surfaces of the outer chambers  1310   a ,  1314   a  include protrusions  1324 . The protrusions  1324  fit within the depressions  1322  when the cross-cabin airbags  1308   a ,  1308   b  are deployed as shown. When the outer chambers  1310   a ,  1310   b ,  1314   a ,  1314   b  and the central chambers  1312   a ,  1312   b  meet along the interface region  1316  in this keyed manner using the protrusions  1324  and the depressions  1322 , it is difficult for the occupants  1300   a ,  1300   b  to press between the cross-cabin airbags  1308   a ,  1308   b , increasing the efficiency of the occupant safety system. 
       FIGS. 14A, 14B, and 14C  show partial cross sections through a passenger compartment with an airbag system disposed within a door  1426  of a vehicle. The airbag system includes an inflator  1428 , an interior airbag  1430 , and an exterior airbag  1432 . Packaging the airbag system within a roof rail, along a belt line, or in any other location inclusive of a vehicle crush zone where the inflator  1428  may sustain damage, for example, during a collision, is also possible. 
     The inflator  1428  can be designed to selectively inflate the interior airbag  1430  as shown in dotted line in  FIG. 14A , inflate the exterior airbag  1432  as shown in dotted line in  FIG. 14B , or vent the inflator  1428  as shown in dotted line in  FIG. 14C . Selective inflation and venting can be based on one or more sensors (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. The output signal can include location information indicating an anticipated location on the vehicle of the imminent collision. For example, location information can identify an anticipated front-end collision, rear-end collision, side collision, or corner collision. The output signal can also include vehicle information such as vehicle speed, vehicle mass, and time-to-collision. 
     In a case where the location information indicates a front-end collision or rear-end collision, the inflator  1428  can be controlled to deploy the interior airbag  1430 . In a case where the location information indicates a side collision, the inflator  1428  can be controlled to deploy the interior airbag  1430 , deploy the exterior airbag  1432 , or vent the inflator  1428  depending on available vehicle information from one or more sensors (not shown). In a case where the location information indicates a corner collision, the inflator  1428  can be controlled to deploy the interior airbag  1430  or vent the inflator  1428  depending on vehicle information. Venting the inflator  1428  protects against pressure-based damage caused, for example, by an impact against the inflator  1428  which may occur in side collisions or corner collisions. 
       FIG. 15  shows another partial cross section through a passenger compartment with an airbag system disposed within a door  1526  of a vehicle. The airbag system includes an inflator  1528 , an airbag  1530 , and a chute switch  1534 . Packaging the airbag system within a roof rail, along a belt line, or in any other location inclusive of a vehicle crush zone where the inflator  1528  may sustain damage, for example, during a collision, is also possible. 
     The chute switch  1534  can be used to selectively direct inflation of the airbag  1530  into an interior of the vehicle as shown by dotted line representation with airbag  1530   a  or outside the exterior of the vehicle as shown by dotted line representation with airbag  1530   b , for example, based on the output signal. The chute switch  1534  can have a first position (shown) where an opening in an interior panel of the door  1526  allows the airbag  1530   a  to expand inside the vehicle as shown in dotted line. The chute switch  1534  can have a second position (not shown) where an exterior of the door  1526  is spaced apart from the vehicle and the airbag  1530   b  expands outside the vehicle as shown in dotted line. Various mechanisms can be used to implement the chute switch  1534  and openings in panels of the door  1526  such that they properly direct inflation of the airbag  1530  toward the inside of the vehicle or the outside of the vehicle dependent upon information describing an actual or imminent collision. 
     The inflator  1528  can be designed to selectively inflate the airbag  1530  or vent the inflator  1528  in conjunction with the chute switch  1534 . Selective inflation and venting can be based on one or more sensors (not shown) sending a controller (not shown) an output signal indicative of an imminent collision. The output signal can include location information indicating an anticipated location on the vehicle of the imminent collision. For example, location information can identify an anticipated front-end collision, rear-end collision, side collision, or corner collision. The output signal can also include vehicle information such as vehicle speed, vehicle mass, and time-to-collision. 
     In a case where the location information indicates a front-end collision or rear-end collision, the inflator  1528  and the chute switch  1534  can be controlled to direct the airbag  1530   a  to deploy into the interior of the vehicle. In a case where the location information indicates a side collision, the inflator  1528  and the chute switch  1534  can be controlled to direct the airbag  1530   a  to deploy into the interior of the vehicle, direct the airbag  1530   b  to deploy outside the vehicle, or vent the inflator  1528  depending on available vehicle information from one or more sensors (not shown). In a case where the location information indicates a corner collision, the inflator  1528  and the chute switch  1534  can be controlled to direct the airbag  1530   a  to deploy on the interior of the vehicle or to vent the inflator  1528  depending on vehicle information. Venting the inflator  1528  protects against pressure-based damage caused, for example, by an impact against the inflator  1528  which may occur in side collisions or corner collisions. 
       FIG. 16  is a block diagram of an example of a computing device  1636 . The computing device  1636  can be a single computing device or a system that includes multiple computing devices working cooperatively. As an example, the computing device  1636  can be a vehicle-based computing device such a control unit or a vehicle ECU. Alternatively, the computing device  1636  can be a desktop computer, a laptop computer, a tablet, or a mobile device such as a smart phone. 
     In the example where the computing device  1636  is a control unit, the control unit can be operable to send commands to various components of the safety systems in the above-described embodiments. For example, the control unit can send commands to the inflators  1428 ,  1528  in order to cause deployment of the airbags  1430 ,  1432 ,  1530 . That is, the control unit can send commands to implement various safety measures in the various occupant safety systems described herein. 
     In the illustrated example of  FIG. 16 , the computing device  1636  includes a processor  1638 , a memory device  1640 , a storage device  1642 , one or more input devices  1644 , and one or more output devices  1646  which are interconnected by a bus  1648 . The computing device  1636  can also include a bus interface  1650  for connecting peripheral devices to the bus  1648 . 
     The processor  1638  can be any type of device that is able to process or manipulate information, including devices that are currently known and devices that may be developed in the future. As an example, the processor  1638  can be a conventional central processing unit (CPU). Although the illustrated example shows a single processor, multiple processors can be used instead of a single processor. 
     The memory device  1640  can be used to store information for immediate use by the processor  1638 . The memory device  1640  includes either or both of a random access memory (RAM) device and a read only memory (ROM) device. The memory device  1640  can be used to store information, such as program instructions that can be executed by the processor  1638 , and data that is stored by and retrieved by the processor  1638 . In addition, portions of the operating system of the computing device  1636  and other applications that are being executed by the computing device  1636  can be stored by the memory device during operation of the computing device  1636 . 
     The storage device  1642  can be used to store large amounts of data persistently. As examples, the storage device  1642  can be a hard disk drive or a solid state drive. 
     The input devices  1644  can include any type of device that is operable to generate computer interpretable signals or data in response to user interaction with the computing device  1636 , such as physical interaction, verbal interaction, or non-contacting gestural interaction. As examples, the input devices  1644  can include one or more of a keyboard, a mouse, a touch-sensitive panel with or without an associated display, a trackball, a stylus, a microphone, a camera, or a three-dimensional motion capture device. 
     The output devices  1646  can include any type of device that is able to relay information in a manner that can be perceived by a user. As examples, the output devices  1646  can include one or more of an LCD display screen, an LED display screen, a CRT display screen, a printer, an audio output device such as a speaker, or a haptic output device. In some implementations, the output devices  1646  include a display screen and the input devices  1644  include a touch sensitive panel that is integrated into the display screen to define a touch-sensitive display screen. 
     The bus  1648  transfers signals and/or data between the components of the computing device  1636 . Although depicted as a single bus, it should be understood that multiple or varying types of buses can be used to interconnect the components of the computing device  1636 . The bus interface  1650  can be any type of device that allows other devices, whether internal or external, to connect to the bus  1648 . In one implementation, the bus interface  1650  allows connection to a controller area network (CAN) bus of a vehicle.

Metadata:
Filing Date: 20200519
Publication Date: 20210216
Grant Date: 20210216
Priority Date: 20170420
Inventors: ZOELLNER, ALEXANDER M.
FIALHO, JORGE C.
DENNIS, NATHANIEL J.
FREDRIKSSON, RIKARD
Assignee: APPLE INC
CPC Classifications: [{"code": "B60R21/239", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/0134", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R21/213", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/231", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/01231", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/0134", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/21", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/233", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/23138", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/164", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23161", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/233", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R21/239", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/0134", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/213", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/164", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/23138", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/21", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 70774982