PATENT DOCUMENT

Publication Number: US-12168413-B1
Application Number: US-202318213411-A
Country: US
Kind Code: B1

Title: Deployable structure with reaction features

Abstract:
A device includes a body structure, a seat assembly that is connected to the body structure, and an inflatable structure. The inflatable structure includes one or more surfaces that are configured to react forces by engaging with a first feature to control motion of a second feature.

Claims:
What is claimed is: 
     
       1. A vehicle, comprising:
 a body structure; 
 a seat assembly that is connected to the body structure; and 
 an airbag assembly that includes a housing that is located within a first portion of the body structure and an airbag, wherein the first portion of the body structure is a floor panel, the airbag is located in the housing in a stowed position, and the airbag extends outward relative to the housing in an inflated position, 
 wherein the airbag includes one or more surfaces that are configured to react forces applied to the airbag by engaging with a first anatomical feature of a passenger to control motion of a second anatomical feature of the passenger, 
 wherein the airbag includes a first chamber that extends outward from the housing and a second chamber that reacts the forces, 
 wherein the first chamber extends away from the housing toward the passenger in the inflated position, the housing centrally located relative to the seat assembly, 
 wherein the second chamber extends laterally from the first chamber in the inflated position, along a first direction toward a first door panel of the body structure, and along a second direction toward a second door panel of the body structure, the second door panel opposite the first door panel, 
 wherein the first anatomical feature comprises legs of the passenger, and 
 wherein the first chamber is configured to extend between the legs of the passenger in the inflated position. 
 
     
     
       2. The vehicle of  claim 1 , wherein the second anatomical feature comprises a torso of the passenger. 
     
     
       3. The vehicle of  claim 1 , wherein the second chamber is configured to be located between the first anatomical feature and the second anatomical feature when in the inflated position. 
     
     
       4. The vehicle of  claim 1 , further comprising an inflator configured to supply gas to the airbag to move the airbag from the stowed position to the inflated position. 
     
     
       5. The vehicle of  claim 4 , wherein the inflator is operated to supply the gas to the airbag based on an actual collision or an imminent collision. 
     
     
       6. A vehicle, comprising:
 a floor; 
 a seat; and 
 an airbag assembly that includes a housing that is coupled to the floor and a lap airbag that is configured for engagement with a passenger, wherein the lap airbag is located in the housing in a stowed position, the lap airbag is configured to extend outward relative to the housing in an inflated position, and a first portion of the lap airbag is configured to extend between legs of the passenger in the inflated position. 
 
     
     
       7. The vehicle of  claim 6 , wherein the lap airbag includes one or more surfaces that are configured to react forces applied to the lap airbag by engaging with a first anatomical feature of the passenger to control motion of a second anatomical feature of the passenger. 
     
     
       8. The vehicle of  claim 7 , wherein the first anatomical feature comprises the legs of the passenger and the second anatomical feature comprises a torso of the passenger. 
     
     
       9. The vehicle of  claim 6 , wherein a second portion of the lap airbag is positioned between a torso of the passenger and the legs of the passenger in the inflated position. 
     
     
       10. The vehicle of  claim 9 , wherein the first portion of the lap airbag is configured to extend outward from the housing and the second portion of the lap airbag is configured to extend laterally from the first portion of the lap airbag in the inflated position. 
     
     
       11. The vehicle of  claim 10 , wherein the second portion of the lap airbag is configured to extend laterally from the first portion in a first lateral direction and in a second lateral direction that is opposite the first lateral direction. 
     
     
       12. The vehicle of  claim 6 , further comprising an inflator configured to supply gas to the lap airbag to move the lap airbag from the stowed position to the inflated position. 
     
     
       13. The vehicle of  claim 12 , wherein the inflator is operated to supply the gas to the lap airbag based on an actual collision or an imminent collision. 
     
     
       14. A vehicle, comprising:
 a floor; 
 a seat; and 
 an airbag assembly that includes a housing and a lap airbag that is configured for engagement with a passenger, wherein the housing is coupled to the floor and is centrally located relative to the seat, the lap airbag is located in the housing in a stowed position, the lap airbag is configured to extend outward from the housing in an inflated position, and the lap airbag is configured to deploy from the floor centrally relative to the seat wherein a first portion of the lap airbag is configured to extend between legs of the passenger in the inflated position. 
 
     
     
       15. The vehicle of  claim 14 , wherein the lap airbag includes one or more surfaces that are configured to react forces applied to the lap airbag by engaging with legs of the passenger to control motion of a torso of the passenger. 
     
     
       16. The vehicle of  claim 14 , wherein the first portion of the lap airbag is configured to extend outward from the housing, and a second portion of the lap airbag is positioned between a torso of the passenger and legs of the passenger in the inflated position. 
     
     
       17. The vehicle of  claim 14 , wherein the housing is coupled directly to the floor. 
     
     
       18. The vehicle of  claim 14 , further comprising an inflator configured to supply gas to the lap airbag to move the lap airbag from the stowed position to the inflated position. 
     
     
       19. The vehicle of  claim 18 , wherein the inflator is operated to supply the gas to the lap airbag based on an actual collision or an imminent collision. 
     
     
       20. The vehicle of  claim 16 , wherein the second portion of the lap airbag is configured to extend laterally from the first portion of the lap airbag in the inflated position.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 17/316,897, filed on May 11, 2021, which claims the benefit of U.S. Patent Application Ser. No. 63/024,048, filed on May 13, 2020, the content of which is incorporated herein by reference in its entirety for all purposes. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to deployable structures with reaction features. 
     BACKGROUND 
     Inflatable restraints may be used to control motion of an occupant. During deployment, the motion of an inflatable restraint and its ability to control motion and dissipate energy is influenced by engagement of the inflatable restraint with nearby surfaces. These surfaces serve as reaction surfaces that apply reaction forces to the inflatable restraint in opposition to forces associated with engagement of the occupant with the inflatable restraint. Examples of structures that may serve as reaction surfaces include a windscreen, a dashboard, and a knee bolster. 
     SUMMARY 
     One aspect of the disclosure is a vehicle includes a body structure, a seat assembly that is connected to the body structure, an airbag assembly that includes a housing that is located behind a first portion of the body structure and an airbag. The airbag is located in the housing in a stowed position and extends outward relative to the housing in an inflated position. The airbag includes a main chamber that is located adjacent to the seat assembly in the inflated position, and a reaction chamber that is spaced from the seat assembly by the main chamber in the inflated position. The airbag is configured so that forces that are applied to the main chamber of the airbag in a longitudinal direction of the vehicle cause the reaction chamber to move in a lateral direction of the vehicle so that the reaction chamber engages the body structure of the vehicle. 
     In some implementations, the airbag includes an internal interface that separates the main chamber of the airbag from the reaction chamber of the airbag. The internal interface may include structures that allow controlled gas flow between main chamber and reaction chamber. The internal interface may block gas flow between the main chamber and the reaction chamber. 
     A first gas pressure in the reaction chamber may be higher than a second gas pressure in the main chamber when the airbag is in the inflated position. At least part of the reaction chamber of the airbag may be spaced from the main chamber of the airbag in the longitudinal direction of the vehicle by an open space. The airbag may include an internal interface that separates the main chamber of the airbag from the reaction chamber of the airbag and the internal interface of the airbag is laterally adjacent to the open space. The airbag may include a tether that is connected to the airbag adjacent to the main chamber and is connected to the airbag adjacent to the reaction chamber so that the tether extends across the open space. 
     In some implementations, the first portion of the body structure may be at least one of a door panel or a wall panel of the body structure. 
     Another aspect of the disclosure is a vehicle that includes a body structure, a seat assembly, a seat positioner, an airbag assembly, and an airbag positioner. The seat positioner is connected to the body structure and to the seat assembly, wherein the seat positioner is configured to move the seat assembly with respect to the body structure. The airbag assembly includes a housing and an airbag, wherein the airbag is located in the housing in a stowed position and extends outward relative to the housing in an inflated position, and the airbag is configured to react forces applied to the airbag as a result of longitudinal motion of a passenger by lateral motion of a reaction feature into engagement with the body structure; and an airbag positioner that is configured to move the airbag assembly with respect to the body structure and the seat assembly. 
     The airbag positioner is may be configured to move the airbag toward a predetermined positional relationship with respect to the seat assembly prior to movement of the airbag from the stowed position to the inflated position. The seat positioner may be configured to move the seat assembly with respect to the vehicle body in a longitudinal direction of the vehicle, and the airbag positioner is configured to move the airbag with respect to seat assembly and the vehicle body in the longitudinal direction of the vehicle. 
     In some implementations, the airbag includes a main chamber that is located adjacent to the seat assembly in the inflated position, and a reaction chamber that is spaced from the seat assembly by the main chamber in the inflated position and defines the reaction feature so that the reaction feature is configured to move laterally into engagement with a portion of the body structure in response to the forces applied to the airbag as a result of the longitudinal motion of the passenger. The airbag may include an internal interface that separates the main chamber of the airbag from the reaction chamber of the airbag. 
     In some implementations, the airbag is concealed behind at least one of a side wall panel, a door panel, a ceiling panel, or a floor panel prior to movement of the airbag from the stowed position to the inflated position. 
     One aspect of the disclosure is a vehicle that includes a body structure, a seat assembly, and a seat positioner that is connected to the body structure and to the seat assembly, wherein the seat positioner is configured to move the seat assembly with respect to the body structure. The airbag assembly includes a housing and an airbag, wherein the airbag is located in the housing in a stowed position and extends outward relative to the housing in an inflated position. The airbag is configured to react forces applied to the airbag as a result of longitudinal motion of a passenger by lateral motion of a reaction feature into engagement with the body structure. The airbag is connected to a portion of the seat assembly to move in unison with the seat in the longitudinal direction of the vehicle in accordance with operation of the seat positioner. 
     In some implementations, the airbag includes a main chamber that is located adjacent to the seat assembly in the inflated position and a reaction chamber that is spaced from the seat assembly by the main chamber in the inflated position. The reaction chamber defines the reaction feature so that the reaction feature is configured to move laterally into engagement with a portion of the body structure in response to the forces applied to the airbag as a result of the longitudinal motion of the passenger. 
     The airbag may include an internal interface that separates the main chamber of the airbag from the reaction chamber of the airbag. The seat positioner may be configured to move the seat assembly with respect to the vehicle body in a longitudinal direction of the vehicle. The airbag may be connected to at least one of a seat pan, a seat back, an armrest, a head rest, or lap belt of the seat assembly. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a schematic side view illustration of a vehicle that includes a passenger cabin. 
         FIG.  2    is a schematic top view illustration of the vehicle. 
         FIG.  3    is a schematic top view illustration of the vehicle including an airbag in an inflated position. 
         FIG.  4    is an illustration of a first alternative geometric configuration of the airbag. 
         FIG.  5    is an illustration of a second alternative geometric configuration of the airbag. 
         FIG.  6    is an illustration of a third alternative geometric configuration of the airbag. 
         FIG.  7    is a schematic top view illustration of the vehicle including an alternative implementation of an airbag in an inflated position. 
         FIG.  8    shows an alternative implementation in which the airbag assembly is mounted along a side of the seat pan of the seat assembly. 
         FIG.  9    shows an alternative implementation in which the airbag assembly is mounted along a side of the seat back of the seat assembly. 
         FIG.  10    shows an alternative implementation in which the airbag assembly is mounted to an arm rest of the seat assembly. 
         FIG.  11    shows an alternative implementation in which the airbag assembly is mounted to a head rest of the seat assembly. 
         FIG.  12    shows an alternative implementation in which a lap air bag is deployable so that it is positioned between the passenger&#39;s torso and the passenger&#39;s legs. 
         FIG.  13    shows an alternative implementation in which a lap air bag is deployable so that it is positioned between the passenger&#39;s torso and the passenger&#39;s legs. 
         FIG.  14    shows an alternative implementation in which a lap air bag is deployable so that it is positioned between the passenger&#39;s torso and the passenger&#39;s legs. 
         FIG.  15    shows an alternative implementation in which a lap air bag is deployable so that it is positioned between the passenger&#39;s torso and the passenger&#39;s legs. 
         FIG.  16    shows an alternative implementation in which a lap air bag is deployable so that it is positioned between the passenger&#39;s torso and the passenger&#39;s legs. 
         FIG.  17    is a block diagram of a safety system. 
         FIG.  18    is an illustration of a hardware configuration for a controller. 
     
    
    
     DETAILED DESCRIPTION 
     In the safety systems described herein, airbags are used in connection with seats that are located in a passenger cabin of a vehicle. The seats may be at fixed locations or at variable locations (e.g., movable over a relatively large distance) within the passenger cabin of the vehicle. Dependent on the fixed or variable location of the seat, it may be spaced, in at least a first direction, away from other structures in the passenger cabin by a distance that prevents those surfaces from being used as reaction surfaces for airbags. 
     The safety systems that are described herein include airbags having reaction features that react passenger motion in a longitudinal (e.g., fore-aft) direction of the vehicle by incorporating features that react the longitudinal loads against surfaces that are located other than longitudinally forward relative to the passenger. 
     In some implementations, the safety systems described herein are used in fully autonomous vehicles that do not have a human driver. Because there is no human driver present in the vehicle, the seat configurations are not limited by the need to position a human driver at a location that is suitable for placement of vehicle controls. 
       FIG.  1    is a schematic side view illustration of a vehicle  100  that includes a passenger cabin  102  inside a body structure  104  of the vehicle  100 .  FIG.  2    is a schematic top view illustration of the vehicle. The vehicle  100  will be described with reference to a longitudinal direction X (e.g., fore-aft), a lateral direction Y (e.g., side to side), and an elevational direction Z (e.g., up-down). 
     The vehicle  100  may be a road-going vehicle that is supported by wheels and is able to travel freely upon roadways and other surfaces in accordance with a velocity, heading angle, and steering angle of the vehicle  100 . The passenger cabin  102  is a space where a passenger  101  is located when traveling in the vehicle  100 . The passenger cabin  102  is defined in the body structure  104  of the vehicle  100 . The body structure  104  may include a frame, subframe, unibody, monocoque, exterior body panels, interior body panels (e.g., trim panels, upholstery, carpet, etc.), and movable panels (e.g., doors, tailgate, hood, trunk lid, etc.) that are connected to other portions of the body structure  104  by mechanisms such as hinges or tracks. 
     Interior elements are located in the passenger cabin  102 . The interior elements include a seat assembly  106  (which may be referred to herein as a “seat”). The seat assembly  106  includes a seat pan  108 , a seat back  110 , and a seat support  112 . The seat pan  108  and the seat back  110  may each include structures such as rigid frames, springs or other resilient suspension members, cushioning materials (e.g., foam rubber), a seat cover, and/or other structures. The seat pan  108  is configured to be sat on by the user, e.g., including contact with the buttocks and thighs of the passenger  101 . The seat back  110  extends upward from the seat pan  108  and may be pivotally connected to the seat back  110  to allow adjustment of a recline angle. The seat back  110  is configured for engagement with the passenger  101 , e.g., with the hips, torso, shoulders, neck, and/or head of the passenger  101 . The seat support  112  is connected to the seat pan  108  and/or the seat back  110  to support the remainder of the seat assembly  106  in a spaced relationship above a floor  114  of the passenger cabin  102 . 
     The seat assembly  106  is connected to the body structure  104 . In the illustrated example, the seat assembly  106  is connected to the floor  114  by a seat positioner  116  that allows movement of the position of the seat assembly  106  over a wide range of locations within the passenger cabin  102 . The seat positioner  116  may be actuated by a powered actuator, such as an electromechanical actuator or a magnetic actuator, that is controllable by signals from a computing device or other control device and allows for active adjustment of the position of the seat assembly  106 , for example, in response to commands originating from a user or in response to commands originating from an automated control system (e.g., that moves the seat according to sensed conditions using control instructions such as an algorithm). The seat positioner  116  may include rails, tracks, electromagnets, or any other structure that can connect the seat assembly  106  to the floor  114  in a manner that allows for motion of the seat assembly  106  with respect to the floor  114 . In the illustrated example, the seat positioner  116  is configured to move the seat assembly  106  in the lateral direction X within the passenger cabin  102 . The seat positioner  116  allows for a greater travel distance for the seat assembly  106  within the passenger cabin  102  as compared to conventional seat adjustment mechanisms. As an example, the seat positioner  116  may be configured to allow movement of the seat assembly  106  over a distance that is at least half of a length of the floor  114  in the longitudinal direction X. 
     The passenger  101  may sit in the seat assembly  106 . A restraint such as a seat belt (not shown) is provided to secure the passenger  101  with respect to the seat assembly  106 . 
     The vehicle  100  includes an airbag assembly  120 .  FIGS.  1 - 2    show a pre-deployment condition in which the airbag assembly  120  is in a stowed position. As examples, the airbag assembly  120  may include an airbag  122 , a housing  124 , and an inflator  125  that is configured to supply gas to the airbag  122  to move the airbag  122  from the stowed position to an inflated position. In the stowed position, the airbag  122  is located in the housing  124 , for example, in a folded position. In  FIGS.  1 - 2   , the airbag assembly  120  is located in part of the body structure  104  of the vehicle  100 . As an example, the housing  124  of the airbag assembly  120  may be located behind a first portion of the body structure  104  so that the airbag is located in the housing  124  behind the first portion of the body structure  104  in the stowed position and extends outward relative to the housing  124  and the first portion of the body structure  104  in the inflated position. The airbag  122  is defined using flexible material, including non-porous and porous materials, internal baffles, tethers, and other known elements. The particular configuration of the airbag  122 , as inflated, is not conventional and will be explained further herein. 
       FIG.  3    is a schematic top view illustration that shows a post-deployment condition in which the inflator  125  of the airbag assembly  120  has been activated to inflate the airbag  122 , so that the airbag  122  is in the inflated position in  FIG.  3   . The illustrated example, the housing  124  of the airbag assembly  120  is located in a side portion  326  of the body structure  104  (e.g., behind a surface that forms part of the side portion  326 ). The side portion  326  may be a side wall that is included in the body structure  104 . The side portion  326  may be a door that is included in the body structure  104 . 
     Prior to inflation, the housing  124  is concealed. For example, the housing  124  may be located behind a trim panel or flexible cover that is closed in the pre-inflation condition, but that opens, ruptures, detaches, or otherwise changes position or condition in a way that allows the airbag  122  to expand and extend out of the housing  124  and into the passenger cabin  102  in the deployed condition. As an example, inflation of the airbag  122  may open or rupture the trim panel or covering by application of inflation pressure to the trim panel or covering. 
     In the inflated position, the airbag  122  extends laterally inward from the side portion  326  of the body structure  104  toward or past a lateral midline of the body structure  104  of the vehicle  100 . The airbag  122  includes a main chamber  328  and a reaction chamber  330  that defines a reaction surface  336 . The main chamber  328  of the airbag  122  is connected to the housing  124 . When inflated, the airbag  122  extends laterally out of the housing  124  in the lateral direction Y to a lateral outer wall of the airbag  122 . The term “wall” in this context refers to a panel of flexible material that forms an outer surface of the airbag  122 . The airbag  122  also extends in the elevational direction Z between a top wall and bottom wall. The airbag  122  also extends in the longitudinal direction X between a passenger-facing surface  332  and an internal interface  334  between the main chamber  328  and the reaction chamber  330 . Thus, in the inflated position, the main chamber  328  is located adjacent to the seat assembly  204  and the passenger  101  and the passenger-facing surface  332  is located adjacent to the seat assembly  204  and the passenger-facing surface  332 . 
     The passenger-facing surface  332  is defined by an exterior wall or panel of the main chamber  328  and is configured so that it is oriented toward the passenger  101  that is seated in the seat assembly  106  during inflation of the airbag  122 . The passenger-facing surface  332  is intended to engage the body of the passenger  101  to dissipate kinetic energy in a controlled manner. The passenger-facing surface  332  may be positioned rearward in the longitudinal direction X relative to the housing  124  of the airbag assembly  120  in the inflated position. 
     The internal interface  334  separates the internal volume of the inflated airbag into two volumes (e.g., gas volumes), including a first volume that is contained in the main chamber  328  and a second volume that is contained in the reaction chamber  330 . The internal interface  334  may include an internal wall that separates the main chamber  328  and the reaction chamber  330 . In some implementations, there is no gas flow between the main chamber  328  and the reaction chamber  330 , and instead the main chamber  328  and the reaction chamber  330  are inflated separately (e.g., through separate inflation passages). In such implementations, the internal interface  334  blocks gas flow between the main chamber  328  and the reaction chamber  330 . In some implementations, there is gas flow between the main chamber  328  and the reaction chamber  330  through gas flow structures that allow controlled gas flow between the main chamber  328  and the reaction chamber  330 . The gas flow structures may include openings, baffles, restricted passageways, and other connections that allow for limited and/or controlled flow of gas between the main chamber  328  and the reaction chamber  330  of the airbag  122 . In implementations that include limited gas flow between the main chamber  328  and the reaction chamber  330 , the main chamber  328  and the reaction chamber  330  may be inflated separately, or one of the main chamber  328  and the reaction chamber  330  may be inflated by gas supplied through the other of the main chamber and the reaction chamber  330  (e.g., by supplying gas to the reaction chamber  330  from the main chamber  328  through gas flow structures). 
     An open space  338  may be defined across part of the width of the airbag  122  in the lateral direction Y. The open space  338  may be aligned with the internal interface in the longitudinal direction X. The open space  338  may be positioned between the main chamber  328  and the reaction chamber  330  adjacent to the side portion  326  of the body structure  104 . In the illustrated example, the open space defines spaces part of the main chamber  328  from part of the reaction chamber  330  in the longitudinal direction X, and extends in the lateral direction Y across part of the lateral width of the airbag  122 . In the illustrated implementation, the open space  338  extends continuously in the elevational direction Z. However, airbag  122  may instead be configured so that that the open space  338  is not continuous in the elevational direction, for example, by terminating the open space  338  at an intermediate elevational position of the airbag  122  and locating a portion of the internal interface  334  above or below the open space  338 . In the illustrated implementation, the open space  338  is generally triangular, with outer surfaces of the airbag  122  converging from a widest distance at a lateral side of the airbag  122  adjacent to the housing  124  and the reaction surface  336  to a narrowest distance (e.g., zero if the walls meet) adjacent to the internal interface  334 . 
     The airbag  122  may include connecting structures  339  that control the position of the reaction chamber  330  with respect to the main chamber  328 . The connecting structures  339  extend across the open space from first connection points where the connecting structures are each attached to a part of the airbag  122  (e.g., an exterior surface of a wall facing the open space  338 ) that defines the main chamber to second connection points where the connecting structures  339  are each attached to a part of the airbag  122  that defines the reaction chamber  330 . The connecting structures  339  may be tension-carrying members, such as tethers, that define a maximum spacing of the reaction chamber from the main chamber  328  adjacent to the open space, and therefore define a shape of the open space  338  and a maximum width of the open space  338  (e.g., in the longitudinal direction). 
     The internal interface  334  may be positioned adjacent to the open space  338  in the lateral direction Y. For example, the internal interface  334  may extend across a first portion of a lateral width of the airbag  122 , and the open space  338  may extend across a second portion of the lateral width of the airbag  122 . Thus, the internal interface  334  may extend from a first lateral side of the airbag  122  to the open space  338 , and the open space  338  may extend from the internal interface  334  to a second lateral side of the airbag (e.g., at the reaction surface  336  and/or the housing  124 ). 
     The reaction chamber  330  is positioned forward in the longitudinal direction X relative to the main chamber  328 . Part of or all of the reaction chamber  330  is positioned longitudinally forward in the longitudinal direction X relative to the housing  124  of the airbag assembly  120 , which places the reaction chamber  330  forward relative to the location at which the airbag  122  is connected to the housing  124  and therefore to a fixed structure of the vehicle, which in this example is the side portion  326  of the body structure  104 . 
     The reaction chamber  330  includes a reaction surface  336 , which is a laterally extending surface of the airbag  122  that is positioned adjacent to the side portion  326  of the body structure  104  at a position that is forward in the longitudinal direction X relative to the housing  124  of the airbag assembly  120  when the airbag is inflated. The reaction chamber  330  may be wider in the lateral direction Y than the main chamber  328 , with the excess width extending toward the side portion  326  of the body structure  104  to ensure engagement of the reaction surface  336  with the side portion  326  of the body structure  104  in order to react forces from the passenger  101  against the side portion  326 . This allows the reaction surface  336  of the reaction chamber  330  to serve as a reaction feature. 
     The reaction chamber  330  is configured to react forces that are applied to the airbag  122  by engagement of the passenger  101  with the main chamber  328  of the airbag  122 . The passenger applies forces to the airbag  122  primarily in the longitudinal direction X. There is typically no fixed structure located adjacent to the reaction chamber  330  in the longitudinal direction X against which the reaction chamber  330  is able to react forces applied by the passenger  101 . Because the airbag  122  is fixed to the housing  124 , the housing  124  serves as a rotation point, and engagement of the passenger  101  with the passenger-facing surface  332  induces rotation of the airbag  122  around this rotation point. The induced rotation engages the reaction surface  336  of the reaction chamber  330  with the side portion  326  of the body structure  104 , thereby reacting the longitudinal force. The open space  338  aids engagement of the reaction surface  336  with the side portion of the body structure  104  by allowing a limited amount of longitudinal motion of the reaction chamber  330  and the reaction surface  336  relative to the main chamber  328  and the housing  124 . Thus, the reaction chamber  330  is spaced from the seat assembly  106  by the main chamber  328  in the inflated position, wherein the airbag  122  is configured so that forces that are applied to the main chamber  322  of the airbag  122  in a longitudinal direction of the vehicle  100  cause the reaction chamber  330  to move in the lateral direction Y of the vehicle  100  so that the reaction chamber  330  engages the body structure  104  of the vehicle  100 . 
     The primary functions performed by the main chamber  328  and the reaction chamber  330  are different. The primary function of the main chamber  328  is to dissipate energy in response to forces applied by the passenger  101 . The main chamber  328 , by itself, has little ability to react those forces. The primary function performed by the reaction chamber  330  is to react the forces applied to the main chamber  328  by the passenger  101 . To serve these different functions, gas pressures in the main chamber  328  and the reaction chamber  330  may be controlled in accordance with the intended functions. The gas pressure in the main chamber  328  may be controlled so that it is at a lower pressure value (first pressure value) than a pressure value (second pressure value) in the reaction chamber  330 . 
       FIGS.  4 - 6    are illustrations that shown alternative geometric configurations of the airbag  122 . It should be understood that these are non-limiting examples and other geometric configurations can be used for the airbag  122 . 
       FIG.  4    is an illustration an airbag  422 , which is a first alternative geometric configuration of the airbag  122  and includes all of the features of the airbag  122  except as stated to the contrary. The airbag  422  is configured as described with respect to the airbag  122  except that that the geometric configuration is modified to define an open space  438  that replaces the open space  338  and includes wall portions adjacent to the main chamber  328  and the reaction chamber  330  that are oriented at an angle relative to the lateral direction so that a wall portion  442  of the airbag  122  where the open space  438  meets the internal interface  334  is located longitudinally forward relative to the position of the open space  438  adjacent to the side portion  326  ( FIG.  3   ). The wall portions may be parallel or non-parallel relative to each other. 
       FIG.  5    is an illustration an airbag  522 , which is a second alternative geometric configuration of the airbag  122  and includes all of the features of the airbag  122  except as stated to the contrary. The airbag  522  is configured as described with respect to the airbag  122  except that that the geometric configuration is modified to define an open space  538  that replaces the open space  538  and includes wall portions adjacent to the main chamber  328  and the reaction chamber  330  that are oriented at an angle relative to the lateral direction so that a wall portion  542  of the airbag  122  where the open space  538  meets the internal interface  334  is located longitudinally rearward relative to the position of the open space  538  adjacent to the side portion  326  ( FIG.  3   ). The wall portions may be parallel or non-parallel relative to each other. 
       FIG.  6    is an illustration an airbag  622 , which is a second alternative geometric configuration of the airbag  122  and includes all of the features of the airbag  122  except as stated to the contrary. The airbag  622  is configured as described with respect to the airbag  122  except that that the geometric configuration is modified to define an open space  638  that replaces the open space  638  and includes wall portions adjacent to the main chamber  328  and the reaction chamber  330  that are oriented at angles relative to the lateral direction so that a wall portion  642  of the airbag  122  where the open space  338  meets the internal interface  334  is wider in the longitudinal direction than the width of the open space  638  adjacent to the side portion  326  ( FIG.  3   ). Thus, the wall portion adjacent to the main chamber  328  is angled to extend longitudinally rearward from a lateral wall of the airbag  622  that is adjacent to the side portion  326  and faces toward the wall portion  642 . 
     In operation, the airbag assembly  120  is initially in a stowed position. Sensors and, optionally, detection or prediction algorithms are used to determine occurrence of an actual collision or imminent collision, and cause deployment of the airbag  122  in response. The airbag is inflated and thus moved to the inflated position, where the passenger-facing surface  332  is positioned adjacent to the passenger  101  for engagement with the passenger  101 , which applies forces to the airbag  122  in the longitudinal direction X. The forces induce rotation of the airbag  122 , thereby engaging the reaction surface  336  of the reaction chamber  330  with the side portion  326  of the body structure  104  to react the applied forces. 
     As previously described, the location of the seat assembly may be adjusted over a large range using the seat positioner  116 . Dissipation of energy by the airbag  122  is dependent on the position of the passenger  101  relative to the airbag assembly  120  at the time of a collision. In response to an actual or imminent collision, sensors can be used to determine the position of the passenger  101  with respect to the airbag assembly  120 . The sensors may be, as examples, position sensors that are associated with the seat positioner  116 , or cameras that are configured to obtain images that show part of the passenger cabin  102 , including the passenger  101  and the seat assembly  106 . Based on the sensed position, one or more adjustments can be made. 
     In one implementation, in response to an actual or imminent collision and based on the position of the passenger  101  with respect to the airbag assembly  120  (e.g., in response to determining that a distance from a predetermined position is greater than a threshold value), the seat assembly  106  is moved to a predetermined position relative to the airbag assembly  120  prior to inflation of the airbag assembly  120 . 
     In another implementation, in response to an actual or imminent collision and based on the position of the passenger  101  with respect to the airbag assembly  120  (e.g., difference from a predetermined position is greater than a threshold value), the airbag assembly  120  is moved with respect to the body structure  104  of the vehicle  100  and with respect to the seat assembly  106  of the vehicle  100  by an airbag positioner  340  to a predetermined position relative to the passenger  101  and the seat assembly  106 . The airbag positioner  340  is a mechanical device that is connected to the body structure  104  of the vehicle  100 , either directly or indirectly, and is configured to move the airbag assembly  120  in one or more degrees of freedom with respect to the body structure  104  of the vehicle  100 . As an example, the airbag positioner  340  may include rails that are connected to the body structure  104  of the vehicle  100 , and a sliding connection of the airbag assembly  120  to the rails to allow linear movement of the airbag assembly  120  (e.g., in the longitudinal direction X of the vehicle  100 ) with respect to the body structure  104  of the vehicle  100  under control by actuators (e.g., linear electric motors or rotary electric motors). 
     The airbag positioner  340  may also be used in alternative implementations in which the airbag  122  deploys from another portion of the body structure  104 . As examples, the airbag positioner  340  may be used in implementations in which the airbag assembly, when in the stowed position, is connected to and/or concealed behind a side wall panel, floor panel, a roof panel, a ceiling panel, or another portion of the body structure  104  of the vehicle  100 . Thus, the airbag  122  may be deployed in a consistent, predetermined positional relationship with respect to the seat assembly  106  by connection of the airbag assembly to the airbag positioner  340  in multiple configurations. 
     In another implementation, as shown in  FIG.  7   , an alternative implementation of the airbag  122  includes an expandable chamber  750  that is located adjacent to the passenger  101 . The passenger-facing surface  332  is omitted in lieu of a passenger-facing surface  732  that is defined on the expandable chamber  750 . The expandable chamber  750  is connected to the main chamber  328  at an interface  752 . The interface  752  includes structures that allow the expandable chamber  750  to be inflated selectively in dependence on the position of the passenger  101  relative to the housing  124  of the airbag assembly, for example, by inflating if the distance is greater than a threshold distance, or by expanding by an amount selected based on the position of the passenger  101 . Thus, the expandable chamber  750  can inflate to reduce the distance between the airbag  122  and the passenger  101 . In operation, in response to an actual or imminent collision and based on the position of the passenger  101  with respect to the airbag assembly  120  (e.g., difference from a predetermined position is greater than a threshold value), the expandable chamber  750  may be inflated to reduce the distance between the airbag  122  and the passenger  101 . 
       FIGS.  8 - 11    relate to implementations in which the airbag assembly  120  is directly connected to the seat assembly  106  and therefore moves with the seat assembly  106  when the seat positioner  116  is used to move the seat assembly  106  (e.g., in the longitudinal direction X). Connection of the airbag assembly  120  to the seat assembly  106  maintains a consistent, predetermined position with respect to the seat assembly  106  when the seat assembly is moved with respect to the body structure  104  of the vehicle  100  without use of the airbag positioner  340 , which may be omitted in such embodiments. In the embodiments of  FIGS.  8 - 11   , the airbag  122  may be configured to function in the manner described previously, for example by engagement of the reaction chamber  330  of the airbag  122  with a portion of the body structure  104  in response to longitudinal engagement of the passenger  101  with the main chamber  328  of the airbag  122  in order to react longitudinal forces.  FIG.  8    shows an alternative implementation in which the airbag assembly  120  is mounted along a side of the seat pan  108  of the seat assembly  106 .  FIG.  9    shows an alternative implementation in which the airbag assembly  120  is mounted along a side of the seat back  110  of the seat assembly  106 .  FIG.  10    shows an alternative implementation in which the airbag assembly  120  is mounted to an arm rest of the seat assembly  106 .  FIG.  11    shows an alternative implementation in which the airbag assembly  120  is mounted to a head rest of the seat assembly  106 . 
       FIGS.  12 - 16    show implementations in which a lap air bag  1260  is deployable so that it is positioned between the passenger&#39;s torso and the passenger&#39;s legs and includes reaction features in the form of surfaces that engage the passenger&#39;s legs to control motion of the passenger&#39;s torso. The lap air bag  1260  may, in some implementations, be configured in the manner described with respect to the airbag assembly  120 , or other configurations may be used. In  FIG.  12   , the lap air bag  1260  deploys from the side portion  326  of the body structure  104 . In  FIG.  13   , the lap air bag  1260  deploys from the floor  114  at a lateral side of the seat assembly  106 . In  FIG.  14   , the lap air bag  1260  deploys from the floor  114  centrally relative to the seat assembly  106  (e.g., with a portion extending between the legs of the passenger  101 ). In  FIG.  15   , the lap air bag  1260  deploys from a lateral side of the seat pan  108  of the seat assembly  106 . In  FIG.  16   , the lap air bag  1260  deploys from a lap portion of a seat belt that is associated with the seat assembly  106 . 
       FIG.  17    is a block diagram that shows a safety system  1770 . The safety system  1770  can include a controller  1771 , sensors  1772 , a seat system  1773 , and an airbag system  1774  that includes reaction features  1775 . The safety system  1770  can include components similar to components described in reference to  FIGS.  1 - 16   . For example, the seat system  1773  can operate in a manner similar to the seat assembly  106  and may include additional seats configured similarly. The airbag system  1774  and reaction features  1775  can operate in a manner similar to the airbags and reaction features described in connection  FIGS.  1 - 16   . 
     The controller  1771  coordinates operation of the safety system  1770  by facilitating wired of wireless communications between included components of the safety system  1770  and/or other systems of the vehicle. The controller  1771  may receive information (e.g., signals, data, etc.) from the sensors  1772  and may receive information from and/or send information to other portions of the safety system  1770 . 
     The sensors  1772  may capture or receive information related, for example, to components of the safety system  1770 , to other systems of the vehicle, and/or to an environment. The environment may include the passenger cabin of the vehicle and an outside environment that is external to the vehicle. Information captured or received by the sensors  1772  can relate to seats, anchors, footrests, occupants within a vehicle, other vehicles, pedestrians and/or objects in the external environment, operating conditions of the vehicle, operating conditions or trajectories of other vehicles, and/or other conditions within the vehicle or exterior to the vehicle. 
     The safety system  1770  can change an operational mode of the seat system  1773  and/or the airbag system  1774  based on a control signal, such as a signal from the controller  1771 . The control signal may be based on information captured or received by the sensors  1772  and may cause various components within the safety system  1770  to change between various operational modes. 
       FIG.  18    shows an example of a hardware configuration for a controller  1880  that may be used to implement the controller  1771  and/or other portions of the safety system  1770 . In the illustrated example, the controller  1880  includes a processor  1881 , a memory device  1882 , a storage device  1883 , one or more input devices  1884 , and one or more output devices  1885 . These components may be interconnected by hardware such as a bus  1886  that allows communication between the components. 
     The processor  1881  may be a conventional device such as a central processing unit and is operable to execute computer program instructions and perform operations described by the computer program instructions. The memory device  1882  may be a volatile, high-speed, short-term information storage device such as a random-access memory module. The storage device  1883  may be a non-volatile information storage device such as a hard drive or a solid-state drive. The input devices  1884  may include sensors such as the sensors  1772  and/or any type of human-machine interface, such as buttons, switches, a keyboard, a mouse, a touchscreen input device, a gestural input device, or an audio input device. The output devices  1885  may include any type of device operable to send commands associated with an operating mode or state or provide an indication to a user regarding an operating mode or state, such as a display screen, an interface for a safety system such as the safety system  1770 , or an audio output. 
     As described above, one aspect of the present technology is the gathering and use of data available from various sources, sensors, or user profiles, to operate portions of the safety system. The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter IDs, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. 
     The present disclosure recognizes that the use of personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to customization operation of the safety system according to user information. Other uses for personal information data that benefit the user are also possible. For instance, health and fitness data may be used to provide insights into a user&#39;s general wellness or may be used as positive feedback to individuals using technology to pursue wellness goals. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. 
     Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, in the case of user-profile-based safety systems, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, the safety system can be operated based on non-personal information data, a bare minimum amount of personal information, other non-personal information available to the system, or publicly available information.

Metadata:
Filing Date: 20230623
Publication Date: 20241217
Grant Date: 20241217
Priority Date: 20200513
Inventors: GOLMAN, ADAM J.
Llamazares Domper, Arturo
White, Nicholas A.
BUEHLER, JESSE T.
Assignee: APPLE INC
CPC Classifications: [{"code": "B60N2/02", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/26", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/0224", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/4279", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/067", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/42736", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23386", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/2338", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23388", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/207", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23146", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/26", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/23138", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R21/23138", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R21/26", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/0224", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/23138", "inventive": true, "first": true, "tree": "[]"}]
Family ID: 87472864