PATENT DOCUMENT

Publication Number: US-10647286-B1
Application Number: US-201715687828-A
Country: US
Kind Code: B1

Title: Occupant safety systems

Abstract:
Occupant safety systems suitable for use in both traditional and opposed seating systems include various combinations of passive safety components: sensors that provides an output signal indicative of an imminent collision, seats selectively moveable relative to seat support structures in response to the output signal, inflatable restraints deployable from lap portions of a tensioned restraint based on the output signal, airbags deployable from a roof of a vehicle based on the output signal, cabin dividers deployable from a side of a cabin of the vehicle or the roof of the vehicle based on the output signal, and curtain airbags deployable between an occupant and the side of the cabin of the 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; 
 a cabin divider deployable between rows of opposed seats in a vehicle based on the output signal, the cabin divider comprising:
 a pair of side arms, each side arm extendable between a stowed position proximate a roof of the vehicle and a deployed position proximate a side of the vehicle; 
 a pair of pivots, wherein each side arm is at least one of rotatable about or extendable from one of the pivots; and 
 a blocking material extendable between the side arms and between a stowed position proximate the roof of the vehicle and a deployed position stretched along a length of each side arm and extending between the pair of side arms; 
 
 a tensioned restraint comprising a lap portion configured to secure an occupant to a seat in one of the rows of opposed seats in the vehicle; and 
 an inflatable restraint deployable from the lap portion of the tensioned restraint based on the output signal, wherein the inflatable restraint deploys at a position in the vehicle between the seat and the cabin divider. 
 
     
     
       2. The system of  claim 1 , further comprising:
 a curtain airbag deployable between the seat and the side of the vehicle based on the output signal. 
 
     
     
       3. The system of  claim 1 , wherein the inflatable restraint comprises at least one of:
 horizontally-extending chambers allowing for variable pressures along a height of the inflatable restraint and variable heights of deployment of the inflatable restraint; or 
 vertically-extending chambers allowing for variable stiffness along a width of the inflatable restraint, wherein a central chamber has a higher stiffness than outer chambers to maintain position of the outer chambers during the imminent collision. 
 
     
     
       4. The system of  claim 3 , wherein the inflatable restraint comprises vertically-extending chambers and the central chamber is formed using a drop-stitch construction. 
     
     
       5. An occupant safety system, comprising:
 a sensor that provides an output signal indicative of an imminent collision; 
 a cabin divider deployable from a stowed position proximate to at least one of a side of a cabin of a vehicle or a top of a cabin of the vehicle and a deployed position extending at least one of inward from the side of the cabin or downward from the top of the cabin between rows of seats in the vehicle; 
 a divider track extending along the top of the cabin, wherein the cabin divider is at least one of translatable across or rotatable along the divider track as the cabin divider moves between the stowed position and the deployed position; 
 a seatbelt comprising a lap portion configured to secure an occupant to a seat in one of the rows of seats in the vehicle; and 
 a lapbelt airbag deployable from the lap portion of the seatbelt based on the output signal, wherein the lapbelt airbag deploys at a position in the vehicle between the seat and the cabin divider when the cabin divider is in the deployed position. 
 
     
     
       6. The system of  claim 5 , further comprising:
 a curtain airbag deployable between the seat and the side of the cabin based on the output signal. 
 
     
     
       7. The system of  claim 5 , wherein the lapbelt airbag comprises at least one of:
 horizontally-extending chambers allowing for variable pressures along a height of the lapbelt airbag and variable heights of deployment of the lapbelt airbag; or 
 vertically-extending chambers allowing for variable stiffness along a width of the lapbelt airbag, wherein a central chamber has a higher stiffness than outer chambers to maintain position of the outer chambers during the imminent collision. 
 
     
     
       8. The system of  claim 7 , wherein the lapbelt airbag comprises vertically-extending chambers and the central chamber is formed using a drop-stitch construction. 
     
     
       9. The system of  claim 5 , wherein the cabin divider comprises a pivot translatable along the divider track and blocking material at least one of extendable from or rotatable about the pivot. 
     
     
       10. The system of  claim 9 , wherein the cabin divider comprises a tether extendable between the pivot and the blocking material configured to guide movement of the blocking material between the stowed position and the deployed position. 
     
     
       11. An occupant safety system, comprising:
 a sensor that provides an output signal indicative of an imminent collision; 
 a cabin divider, comprising:
 a pair of side arms,
 wherein each side arm is deployable from a stowed position proximate to at least one of a side of a vehicle or a roof of the vehicle to a deployed position extending at least one of inward from the side of the vehicle or downward from the roof of the vehicle in front of a seat of the vehicle based on the output signal, and 
 wherein each side arm comprises a central hinge and is foldable about the central hinge between the stowed position and the deployed position; and 
 
 a blocking material extendable between a stowed position proximate to at least one of the side of the vehicle or the roof of the vehicle and a deployed position stretched along a length of each side arm and extending between the pair of side arms; and at least one of: 
 a curtain airbag deployable between the seat and the side of the cabin based on the output signal, 
 a roof airbag deployable from the roof of the vehicle in front of the seat based on the output signal, or 
 a tensioned restraint comprising a lap portion configured to secure an occupant to the seat in the vehicle and a lapbelt airbag deployable from the lap portion of the tensioned restraint based on the output signal. 
 
 
     
     
       12. The system of  claim 11 , comprising the curtain airbag, wherein the cabin divider is coupled to the curtain airbag such that the cabin divider and the curtain airbag move together between a stowed position and a deployed position. 
     
     
       13. The system of  claim 11 , comprising the roof airbag, wherein the roof airbag deploys at a position in the vehicle between the seat and the cabin divider when the roof airbag is in a deployed position. 
     
     
       14. The system of  claim 13 , wherein the roof airbag comprises vertically-extending chambers allowing for variable stiffness along a width of the roof airbag, and wherein a central chamber has a higher stiffness than outer chambers to maintain position of the outer chambers during the imminent collision. 
     
     
       15. The system of  claim 11 , comprising the tensioned restraint and the lapbelt airbag, wherein the lapbelt airbag deploys at a position in the vehicle between the seat and the cabin divider when the cabin divider is in a deployed position. 
     
     
       16. The system of  claim 15 , wherein the lapbelt airbag comprises at least one of:
 horizontally-extending chambers allowing for variable pressures along a height of the lapbelt airbag and variable heights of deployment of the lapbelt airbag; or 
 vertically-extending chambers allowing for variable stiffness along a width of the lapbelt airbag, wherein a central chamber has a higher stiffness than outer chambers to maintain position of the outer chambers during the imminent collision. 
 
     
     
       17. The system of  claim 16 , wherein the lapbelt airbag comprises vertically-extending chambers and the central chamber is formed using a drop-stitch construction. 
     
     
       18. The system of  claim 11 , comprising the curtain airbag and the roof airbag, wherein the cabin divider is coupled to the curtain airbag such that the cabin divider and the curtain airbag move together between a stowed position and a deployed position, and wherein the roof airbag deploys at a position in the vehicle between the seat and the cabin divider when the cabin divider is in the deployed position. 
     
     
       19. The system of  claim 11 , comprising the curtain airbag, the tensioned restraint, and the lapbelt airbag, wherein the cabin divider is coupled to the curtain airbag such that the cabin divider and the curtain airbag move together between a stowed position and a deployed position, and wherein the lapbelt airbag deploys at a position in the vehicle between the seat and the cabin divider when the cabin divider is in the deployed position.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to U.S. Provisional Application Ser. No. 62/398,161, filed Sep. 22, 2016, entitled “Occupant Safety Systems,” and U.S. Provisional Application Ser. No. 62/443,049, filed Jan. 6, 2017, entitled “Occupant Safety Systems,” the contents of which are incorporated herein by reference. 
    
    
     FIELD 
     The application relates generally to safety systems for vehicles. More particularly, described embodiments relate to dynamic seating systems, cabin dividers, and restraints such as seatbelts and airbags 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 and provide the necessary reaction force. In the absence of adequate reaction surfaces or tethers, airbags would deflect too much to adequately protect an occupant during a collision. 
     During a collision, occupants are protected from loose objects placed on empty seats within a traditional one- two- or three-row vehicle, such as backpacks or electronic devices, by seat backrests acting as barriers, the backrests impeding motion of the loose objects between the rows of seats. In non-traditional vehicle designs, for example, where rows of occupants face each other within the passenger compartment, there are limited options for reaction surfaces, tethers, and loose-object handling. New approaches to occupant safety systems are thus desired. 
     SUMMARY 
     One aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision. The system also includes a tensioned restraint having a lap portion securing an occupant to a seat of a vehicle and an inflatable restraint deployable from the lap portion of the tensioned restraint based on the output signal. The inflatable restraint includes at least one of horizontally-extending chambers allowing for variable pressures along a height of the inflatable restraint and variable heights of deployment of the inflatable restraint and vertically-extending chambers allowing for variable stiffness along a width of the inflatable restraint. A central chamber has a higher stiffness than outer chambers to maintain position of the outer chambers during the imminent collision. 
     Another aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision. The system also includes an airbag deployable from a roof into a cabin of a vehicle based on the output signal and a tether having a first end coupled to the airbag at a first anchor location. The first anchor location is positioned in front of an occupant being restrained by the airbag during the imminent collision. The tether also has a second end coupled to the vehicle at a second anchor location. The second anchor location is positioned behind an occupant being restrained by the airbag during the imminent collision. 
     Another aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision and a cabin divider deployable between rows of opposed seats in a vehicle based on the output signal. The cabin divider includes a pair of side arms, each side arm extendable between a stowed position proximate a roof of the vehicle and a deployed position proximate a side of the vehicle. The cabin divider also includes a blocking material extendable between the side arms and between a stowed position proximate the roof of the vehicle and a deployed position stretched along a length of each of the side arms and extending between the pair of side arms. 
     Another aspect of the disclosed embodiments is an occupant safety system that includes a divider track extending along a roof of a vehicle and a sensor that provides an output signal indicative of an imminent collision. The occupant safety system also includes a cabin divider at least one of translatable or rotatable along the divider track based on the output signal between a stowed position proximate to the roof of the vehicle and a deployed position extending downward from the roof between rows of seats in the vehicle. 
     Another aspect of the disclosed embodiments is an occupant safety system that includes a sensor that provides an output signal indicative of an imminent collision, a cabin divider deployable from at least one of one of a side of a cabin of a vehicle or a roof of the vehicle in front of an occupant of the vehicle based on the output signal, and at least one of: a curtain airbag deployable between the occupant and a side of the cabin based on the output signal, a roof airbag deployable from the roof of the vehicle in front of the occupant based on the output signal, or a tensioned restraint comprising a lap portion securing the occupant to a seat in the vehicle and a lapbelt airbag deployable from the lap portion of the tensioned restraint based on the output signal. 
     Another aspect of the disclosed embodiments is an occupant safety system for an opposed seating system that includes a first seat selectively moveable relative to and facing a second seat in the opposed seating system; a motion control device operable to apply a force to the first seat; a sensor that provides an output signal indicative of an imminent collision; and a control unit that controls the force applied to the first seat by the motion control device such that the first seat moves away from the second seat during the collision. 
    
    
     
       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, 3B, and 3C  show another motion diagram of a collision using a lapbelt airbag as part of an occupant safety system for use in an opposed seating system. 
         FIG. 4A  shows a perspective detail view of the lapbelt airbag of  FIGS. 3B and 3C . 
         FIG. 4B  shows a construction example for the lapbelt airbag of  FIGS. 3B and 3C . 
         FIGS. 5A, 5B, and 5C  show pre-collision diagrams using roof airbags as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 6A, 6B, 6C, and 6D  show pre-collision diagrams using roof airbags as part of an occupant safety system. 
         FIGS. 7A, 7B, and 7C  show pre-collision diagrams using a combination of a lapbelt airbag and a roof airbag as part of an occupant safety system. 
         FIGS. 8A, 8B, and 8C  show a motion diagram using a cabin divider as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 9A, 9B, and 9C  show a motion diagram using another cabin divider as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 10A, 10B, and 10C  show a motion diagram using another cabin divider as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 11A, 11B, and 11C  show a motion diagram using another cabin divider as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 12A, 12B, and 12C  show a motion diagram using another cabin divider as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 13A, 13B, and 13C  show a motion diagram using another cabin divider as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 14A, 14B, and 14C  show a motion diagram using another cabin divider as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 15A, 15B, and 15C  show expanded versions of cabin dividers used as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 16A, 16B, and 16C  show pre-collision diagrams using a combination of a cabin divider and a lapbelt airbag or a roof airbag as part of an occupant safety system. 
         FIGS. 17A, 17B, and 17C  show pre-collision diagrams using a combination of a roof airbag, a cabin divider, and a curtain airbag as part of an occupant safety system. 
         FIG. 18  shows the roof airbag, cabin divider, and curtain airbag of  FIGS. 17A, 17B , and  17 C used as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 19A, 19B, and 19C  show a motion diagram of a collision using a dynamic seating system as part of an occupant safety system for use in an opposed seating system. 
         FIGS. 20A, 20B, and 20C  show another motion diagram of a collision using another dynamic seating system as part of an occupant safety system for use in an opposed seating system. 
         FIG. 21  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 and steering wheels. Improved occupant safety systems include cabin dividers, dynamic seating systems, and restraints such as tensioned restraints and inflatable restraints, where inflatable restraints include airbags such as self-tethered airbags, seatbelt and/or lapbelt airbags, roof and/or door airbags, etc. that increase safety during a collision for occupants facing each other in an opposed seating configuration. The use of these safety features also allow for increased options in packaging and design in all vehicle passenger compartments regardless of the seating configuration. 
       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 . 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 . 
       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, though the facing, or opposed, seating rows are not shown. The front of the vehicle (not shown) is on the left, and the vehicle is moving to the left. In  FIG. 1A , during a low-speed collision where a tensioned restraint  204  holds an occupant  200  against a front-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 (not shown). 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 . 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 . 
       FIGS. 3A, 3B, and 3C  show another motion diagram of a collision using one form of a restraint, a lapbelt airbag  308 , as part of an occupant safety system for use 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. 3A , pre-collision, an occupant  300  is restrained in a front-facing seat  302  using a tensioned restraint  304 , and the tensioned restraint  304  includes a lap portion and a shoulder portion securing the occupant  100  to the front-facing seat  302 . 
     In  FIG. 3B , during initial stages of a front-end, forward motion collision occurring on a left side of the diagram, the lapbelt airbag  308  is deployed from the lap portion of the tensioned restraint  304 , for example, based on input from a collision sensor indicating an imminent collision and through use of an inflator. Other sensors can also be used, alone or in combination with the collision sensor, to provide a signal indicative of an imminent collision. The lapbelt airbag  308  can include a single chamber or multiple chambers, where multiple chambers allow for variable pressures along a height (vertical) or a width (horizontal) of the lapbelt airbag  308  during deployment. For example, the lapbelt airbag  308  shown in  FIG. 3B  includes horizontally-extending chambers allowing for variable pressures along a height of the lapbelt airbag  308 . The lapbelt airbag  308  can also be selectively inflated to variable heights using the horizontally-extending chambers based on a size and position of the occupant  300  in respect to the tensioned restraint  304  and the front-facing seat  302 . 
     In  FIG. 3C , during the front-end, forward motion collision, the lapbelt airbag  308  impedes motion of a head of the occupant  300  based on a lap, legs, or both a lap and legs of the occupant  300  acting as a reaction surface for the lapbelt airbag  308 , mitigating contact between the head and the legs of the occupant  300 . The lapbelt airbag  308  can lower head acceleration, reduce force on a neck of the occupant  300 , allow the head, neck, and a chest of the occupant  300  to remain aligned, keep the head and the neck of the occupant  300  from extending, reduce chest compression, and distribute a load across more of the chest than the shoulder portion of the tensioned restraint  304  alone can distribute during the collision. 
       FIG. 4A  shows a perspective detail view of the lapbelt airbag  308  of  FIGS. 3B and 3C , designated here as lapbelt airbag  408   a . The lapbelt airbag  408   a  can be coupled to a lap portion of a tensioned restraint  404  using straps or tethers  410 . Through shown as expanding from and coupled to the lap portion of the tensioned restraint  404 , the lapbelt airbag  408   a  can also be packaged within a shoulder portion (not shown) of the tensioned restraint  404 . The lapbelt airbag  408   a  can also be formed of multiple parts, some packaged within the lap portion and some packaged within the shoulder portion of the tensioned restraint  404 . Construction of the lapbelt airbag  408   a  of  FIG. 4A  includes layers of fabric with transverse straps (indicated by text in  FIG. 4A ) to stabilize the lapbelt airbag  408   a  during deployment and vertical straps (also indicated by text) used to improve contact area between the occupant, e.g. the occupant  300 , and the lapbelt airbag  408   a.    
       FIG. 4B  shows another construction example for the lapbelt airbag  308  of  FIGS. 3B and 3C , designated here as the lapbelt airbag  408   b . In the example of  FIG. 4B , the lapbelt airbag  408   b  is divided into three vertically-extending chambers, the chambers indicated by dotted lines in  FIG. 4B . The outer chambers have a traditional inflatable construction of lower stiffness while the central chamber has a drop-stitch construction of higher stiffness. Inflated drop-stitch fabrics have a high overall stiffness including a high bending stiffness. For example, drop-stitch materials are used in stand-up paddle boards, air mattresses, or kayak floors. Use of the drop-stitch construction as a central chamber for the lapbelt airbag  408   b  allows for a self-tethered airbag that does not require a separate reaction surface. In this sandwich-like lapbelt airbag  408   b , the drop-stitch central chamber provides the necessary stiffness so the traditional outer airbags forming the outer chambers maintain position during a collision. Other embodiments include an open-faced sandwich version with two chambers and inclusion of frames of drop-stitch fabric within a single-chamber airbag. 
     The lapbelt airbags  308 ,  408   a ,  408   b  of  FIGS. 3B, 3C, 4A, and 4B  can provide protection to the head, the torso, and the legs of the occupant  300  during a collision as the occupant impacts a first surface, for example, a right-most side, of the lapbelt airbags  308 ,  408   a ,  408   b . The lapbelt airbags  308 ,  408   a ,  408   b  can also provide protection during a collision to the head and torso of the occupant  300  when loose objects, such as the loose object  206  shown in  FIGS. 2A and 2B , impact a second surface, for example, a left-most side, of the lapbelt airbags  308 ,  408   a ,  408   b  based on a position of the loose object in an opposing seat to the occupant  300  prior to the collision. 
       FIGS. 5A, 5B, and 5C  show pre-collision diagrams using another type of inflatable restraint, roof airbags  512   a ,  512   b ,  512   c , as part of an occupant safety system for use 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  FIGS. 5A, 5B, and 5C , an occupant  500  is restrained in a front-facing seat  502  using a tensioned restraint  504  including a lap portion and a shoulder portion securing the occupant  500  to the front-facing seat  502 . The roof airbags  512   a ,  512   b ,  512   c , though shown as inflated, may not fully deploy prior to a collision. The occupant  500  is also shown as not yet in contact with the roof airbags  512   a ,  512   b ,  512   c  in each of  FIGS. 5A, 5B, and 5C . 
     In  FIG. 5A , the roof airbag  512   a  is fixed to the roof and deployed from a location on the roof forward of the occupant  500  in the front-facing seat  502 , that is, between the two rows of opposed seats. A tether  510   a  extends from one end coupled to an anchor location at a bottom-right corner of the inflated roof airbag  512  to another end coupled to an anchor location on the roof of the vehicle behind the occupant  500  in the front-facing seat  502 . Another tether (not shown) can extend from another anchor location at another bottom corner of the inflated roof airbag  512  to another anchor location on the roof of the vehicle behind the occupant  500  in order to create four total airbag anchor locations, that is, two on the roof airbag  512   a  and two on the roof. The roof airbag  512   a  of  FIG. 5A  can span either the single front-facing seat  502  or two seats with two passengers using a two-tether configuration. The cavity of the roof airbag  512   a  can include a small number of internal tethers (not shown) for stability. The cavity can also be split vertically into a high pressure support chamber and low pressure occupant-facing chambers in a similar manner to that described in respect to the lapbelt airbag  408   b  of  FIG. 4B . 
     In  FIG. 5B , the roof airbag  512   b  is fixed to the roof and deployed from a location on the roof forward of the front-facing seat  502 . A tether  510   b  extends from one end coupled to an anchor location at a bottom-right corner of the inflated roof airbag  512   b  to another end coupled to an anchor location on or near a rear surface of the vehicle (not shown) located behind the occupant  500  in the front-facing seat  502 . Another tether (not shown) can extend from another anchor location at another bottom corner of the inflated roof airbag  512   b  in to another anchor location on or near the rear surface of the vehicle located behind the occupant  500  in order to create two anchor locations for the roof airbag  512   b . The roof airbag  512   b  has a width less than half of a width of the roof airbag  512   a  shown in  FIG. 5A . The reduction in width or thickness is possible due to the extension of the tether  510   b  being approximately horizontal when compared to the angled extension of the tether  510   a  of  FIG. 5A . Reduction in collision loads experienced by the occupant  500  can be similar for the roof airbags  512   a ,  512   b.    
     In  FIG. 5C , the roof airbag  512   c  is detached from the roof upon deployment, dropping down to be properly located once deployed from a location on the roof forward of the front-facing seat  502 . Two tethers  510   c  extends from first ends coupled to anchor locations at a bottom-right corner and a top-right corner of the inflated roof airbag  512   c  to second ends coupled to anchor locations on a rear surface of the vehicle (not shown) located behind the occupant  500  in the front-facing seat  502 . Alternatively or additionally, the tethers  510   c  may extend from anchor locations at a bottom-left corner and a top-left corner of the inflated roof airbag  512   c  to anchor locations on the rear surface of the vehicle. The tethers  510   c  may be anchored to a high-pressure portion of the roof airbag  512   c . In this example, the roof airbag  512   c  is approximately the same width of the roof airbag  512   b . The roof airbag  512   c  can be dropped down vertically within the passenger compartment to a location that allows legs of the occupant  500  to be used as a reaction surface. 
     The tethers  510   a ,  510   b ,  510   c  can be fixed in load or pay out at a determined or selectable load, functioning in a similar manner to a retractor used with a seat-based tensioned restraint. The tethers  510   a ,  510   b ,  510   c  can also be packaged so as to be hidden, such as within a trim component such as a headliner or affixed to window glass and covered with vehicle trim. The tethers  510   a ,  510   b ,  510   c  can be routed around window glass such that any slack will be taken in very quickly using a pretensioner. Each of the roof airbags  512   a ,  512   b ,  512   c  can deploy from a location packaged within trim extending from the roof or can alternatively be packaged to deploy from a door, an armrest, or a center console (not shown). The roof airbags  512   a ,  512   b ,  512   c  can also be used to protect the occupant  500  from loose objects during a collision. 
       FIGS. 6A, 6B, 6C, and 6D  show pre-collision diagrams using roof airbags  612   a ,  612   b ,  612   c  as part of an occupant safety system.  FIG. 6A  shows an occupant  600  prior to deployment of any airbags in a vehicle moving toward a left side of the frame.  FIG. 6B  shows the occupant  600  positioned in reference to the deployed roof airbag  612   a  with the roof airbag  612   a  being coupled to the deployment location on the roof.  FIG. 6C  shows the occupant  600  positioned in reference to the deployed roof airbag  612   b  with the roof airbag  612   b  being decoupled from a packaging location on the roof to a position consistent with properly restraining a head and a torso of the occupant  600 . The position of the decoupled, deployed roof airbag  612   b  can be based, for example, on a height and size of the occupant  600 .  FIG. 6D  shows the occupant  600  positioned in reference to the deployed roof airbag  612   c  with the roof airbag  612   c  being decoupled from a packaging location on the roof and including two vertically-extending chambers, one of a higher pressure (p 1 ) and/or higher stiffness and one of a lower pressure (p 2 ) and/or lower stiffness. The higher pressure (p 1 ) may be at least two times the lower pressure (p 2 ), or, for example, orders of magnitude greater than the lower pressure (p 2 ). 
       FIGS. 7A, 7B, and 7C  show pre-collision diagrams using a combination of tensioned and inflatable restraints, e.g. a lapbelt airbag  708  and a roof airbag  710 , as part of an occupant safety system.  FIG. 7A  shows an occupant  700  prior to deployment of any airbags in a vehicle moving toward a left side of the frame.  FIG. 7B  shows the occupant  700  positioned in reference to the deployed lapbelt airbag  708 , with the lapbelt airbag  708  deploying before the roof airbag  710  in this pre-collision example.  FIG. 7C  shows the occupant  700  positioned in reference to both the deployed lapbelt airbag  708  and the deployed roof airbag  710 . In this example, the lapbelt airbag  708  is deployed at a position in the vehicle between the occupant  700  and the deployed roof airbag  710 . The roof airbag  710  has a thinner construction and a higher pressure (p 1 ) than a pressure (p 2 ) of the lapbelt airbag  708 . Given the pressure differential, with p 1 &gt;p 2 , the roof airbag  710  can serve as a reaction surface for the lapbelt airbag  708  when restraining the occupant  700  during a collision. 
       FIGS. 8A, 8B, and 8C  show a motion diagram using a cabin divider  814  as part of an occupant safety system for use in an opposed seating system. The cabin divider  814  is a first example of a variety of cabin dividers for use in partitioning or dividing a passenger compartment of a vehicle, for example, between rows of opposed seats where occupants face each other. Cabin dividers can be fixed or deployable and formed from blocking material such as mesh, elastic, cloth, or any other material suitable for both compact storage and blocking loose objects from crossing sides of the passenger compartment once deployed. Cabin dividers can be deployed using a variety of mechanical systems, many of which are described herein. In some examples (not shown), cabin dividers can be deployed using inflatable tubes or airbags along sides of a mesh surface in order to extend the cabin divider between sides of the passenger compartment. 
       FIG. 8A  shows the cabin divider  814  as a telescoping mechanical system in a position at the beginning of deployment just after leaving a stowed position proximate a roof of the vehicle. Side arms  816  of the cabin divider  814  have begun to rotate about fixed pivots at top-most ends of the side arms  816  and a mesh-type blocking material starts to extend downward between the side arms  816 .  FIG. 8B  shows the cabin divider  814  in a position in the middle of deployment. The side arms  816  have begun to telescope downward from a roof of the vehicle, extending the blocking material further downward into the passenger compartment.  FIG. 8C  shows the cabin divider  814  in a deployed position where deployment is complete. The side arms  816  have reached full telescoping extension along sides of the vehicle, and the blocking material divides the passenger compartment by extending along a length of each of the side arms  816  and between the side arms  816 . 
       FIGS. 9A, 9B, and 9C  show a motion diagram using another cabin divider  914  as part of an occupant safety system for use in an opposed seating system.  FIG. 9A  shows the cabin divider  914  as a wiper-style mechanical system in a position at the beginning of deployment just after leaving a stowed position proximate a roof of the vehicle. Side arms  916  of the cabin divider  914  have begun to rotate about fixed pivots at top-most ends of the side arms  916  and a mesh-type blocking material starts to stretch between the side arms  916 .  FIG. 9B  shows the cabin divider  914  in a position in the middle of deployment. The side arms  916  are rotated approximately 45 degrees from the stowed position near the roof, and the blocking material begins to bisect the passenger compartment.  FIG. 9C  shows the cabin divider  914  in a deployed position where deployment is complete. The side arms  916  have rotated such that lower-most ends of the side arms  916  are proximate to sides of the vehicle, and the blocking material is fully extended along a length of each of the side arms  916  and stretched between the side arms  916  to divide the passenger compartment. 
       FIGS. 10A, 10B, and 10C  show a motion diagram using another cabin divider  1014  as part of an occupant safety system for use in an opposed seating system.  FIG. 10A  shows the cabin divider  1014  as a hinged or accordion-style mechanical system in a stowed position proximate a roof of the vehicle prior to deployment. Side arms  1016  of the cabin divider  1014  are stowed near the roof of the vehicle and a mesh-style blocking material is collapsed between the side arms  1016 .  FIG. 10B  shows the cabin divider  1014  in a position in the middle of deployment. The side arms  1016  have begun to expand, unfolding from a centrally located hinge, and the blocking material begins to bisect the passenger compartment.  FIG. 10C  shows the cabin divider  1014  in a deployed position where deployment is complete. The side arms  1016  have fully unfolded such that lower-most ends of the side arms  1016  are proximate to sides of the vehicle, and the blocking material is fully extended along a length of each of the side arms  1016  and fully stretched between the side arms  1016  to divide the passenger compartment. 
       FIGS. 11A, 11B, and 11C  show a motion diagram using another cabin divider  1114  as part of an occupant safety system for use in an opposed seating system.  FIG. 11A  shows the cabin divider  1114  as an extendable-style mechanical system in stowed position proximate to a roof of the vehicle prior to deployment. Side arms  1116  of the cabin divider  1114  can be fabricated from a material that can be spooled onto a reel and stored in a stowed position near the roof of the vehicle and a mesh-style blocking material that is spooled with and extendable between the side arms  1116 . The side arms  1116  can be extendable semi-rigidly in a deployed position to pull the blocking material taught, for example, the side arms  1116  can be fabricated from spring steel.  FIG. 11B  shows the cabin divider  1114  in a position in the middle of deployment. The side arms  1116  have begun to expand, extending downward from a stowed position, and the blocking material begins to bisect the passenger compartment.  FIG. 11C  shows the cabin divider  1114  in a deployed position where deployment is complete. The side arms  1116  have fully extended such that lower-most ends of the side arms  1116  are proximate to sides of the vehicle, and the blocking material is fully extended along a length of each of the side arms  1116  and fully stretched between the side arms  1116  to divide the passenger compartment. 
       FIGS. 12A, 12B, and 12C  show a motion diagram using another cabin divider  1214  as part of an occupant safety system for use in an opposed seating system.  FIG. 12A  shows the cabin divider  1214  as a fixed, garage-door style mechanical system in a stowed position with the blocking material of the cabin divider  1214  nestled within a divider track  1218 .  FIG. 12B  shows the cabin divider  1214  with the blocking material in a position in the middle of deployment. The blocking material of the cabin divider  1214  has both rotated approximately 45 degrees about a pivot and translated in a left direction along the divider track  1218 .  FIG. 12C  shows the blocking material of the cabin divider  1214  in a position where deployment is complete. The blocking material of the cabin divider  1214  has moved with the pivot to a left-most end of the divider track  1218  and is rotated approximately 90 degrees to a deployed position from its stowed position of  FIG. 12A  such that the blocking material of the cabin divider  1214  divides the passenger cabin. In this example, the blocking material can be mesh, foam, lattice, polymer, or any other material suitable to block movement. 
       FIGS. 13A, 13B, and 13C  show a motion diagram using another cabin divider  1314  as part of an occupant safety system for use in an opposed seating system.  FIG. 13A  shows the cabin divider  1314  as a folding, hinged, pivoted, and tracked mechanical system in a stowed position with blocking material of the cabin divider  1314  unfolded to fit within a divider track  1318 .  FIG. 13B  shows the cabin divider  1314  with the blocking material in a position in the middle of deployment. The blocking material of the cabin divider  1314  has started to fold at a central hinged location and a right-most end of the blocking material is both translating in a left direction along the divider track  1318  with a pivot and lowering into the passenger compartment under guidance of a tether  1310 .  FIG. 13C  shows the cabin divider  1314  in a position where deployment is complete. The cabin divider  1314  has moved to a left-most end of the divider track  1318 , the central hinge of the cabin divider  1314  is unfolded, and the tether  1310  is fully extended between the divider track  1318  and a lower-most end of the blocking materials of the cabin divider  1314  such that the cabin divider  1314  divides the passenger cabin. 
       FIGS. 14A, 14B, and 14C  show a motion diagram using another cabin divider  1414  as part of an occupant safety system for use in an opposed seating system.  FIG. 14A  shows the cabin divider  1414  as a folding, hinged, pivoted, and tracked mechanical system just after being in a stowed position with the cabin divider  1414  folding as a pivot starts to move or translate left along a divider track  1418 .  FIG. 14B  shows the cabin divider  1414  in a position in the middle of deployment. Blocking material of the cabin divider  1414  has started to stretch and unfold at a hinged location after the pivot reaches a left-most side of the divider track  1418 . A bottom-most end of the blocking material of the cabin divider  1414  is rotating about the hinge and extending from the pivot under guidance of a tether  1410 .  FIG. 14C  shows the cabin divider  1414  in a deployed position where deployment is complete. The blocking material of the cabin divider  1414  is at the left-most end of the divider track  1418 , the hinge of the cabin divider  1414  is unfolded, and the tether  1410  is fully extended between the pivot on the divider track  1418  and the bottom-most end of the cabin divider  1414  such that the blocking material of the cabin divider  1414  divides the passenger cabin. 
       FIGS. 15A, 15B, and 15C  show expanded versions of cabin dividers  1514   a ,  1514   b ,  1514   c  used as part of an occupant safety system for use in an opposed seating system.  FIG. 15A  shows the cabin divider  1514   a  as a fan-style or barn-door type mechanism where the blocking material extends between side arms  1516  using a sideways deployment. To reach the fully extended position, at least one of the side arms  1516  can be rotatable, telescoping, and/or translatable away from the other of the side arms  1516 .  FIG. 15B  shows the cabin divider  1514   b  as a rolling-blind-style mechanism with a lower edge of the blocking material pulled downward during deployment to follow a tether  1510   a  anchored to a track  1518   a  running along a side of the vehicle and movable, for example, using a retractor. The blocking material, such as mesh or cloth, is stored in a roll at a location near the roof.  FIG. 15C  shows the cabin divider  1514   c  as a rolling-blind-style mechanism with a lower edge of the blocking material pulled downward during deployment to follow a tether  1510   b  anchored to a track  1518   b , for example, that runs around a window on a side of the vehicle and is movable using a retractor. 
     Various cabin dividers extendable using tethers, such as the cabin dividers  1314 ,  1414 ,  1514   b ,  1514   c  described in respect to  FIGS. 13A, 13B, 13C, 14A, 14B, 14C, 15B, and 15C , can use tethers that are fixed in nature, tethers that are controlled to move along a track, tethers that pay out at a determined or selectable load, using, for example, a pretensioner or retractor, and tethers that are routed in a manner such that any slack in the tether can be controlled by the pretensioner or retractor. Various versions of the tethers can be designed to absorb energy, working with the mesh to control impact, for example, of loose objects. 
       FIGS. 16A, 16B, and 16C  show pre-collision diagrams using a combination of a cabin divider  1614  and inflatable restraints such as a lapbelt airbag  1608  (or a roof airbag) as part of an occupant safety system.  FIG. 16A  shows an occupant  1600  prior to deployment of any airbags or cabin dividers. A loose object is shown on a trajectory (using only a dotted line) toward the occupant  1600 .  FIG. 16B  shows the occupant  1600  positioned in reference to the deployed cabin divider  1614 , with blocking material of the cabin divider  1614  stopping the loose object in its trajectory toward the occupant  1600  and deploying before the lapbelt airbag  1608  in this pre-collision example.  FIG. 16C  shows the occupant  1600  positioned in reference to both the deployed lapbelt airbag  1608  and the deployed cabin divider  1614 . The lapbelt airbag  1608  can be used along with the cabin divider  1614  to provide greater protection to the occupant  1600  from the loose object while at the same time protecting the occupant  1600  as the occupant  1600  begins to translate or rotate forward during, for example, a front-end collision when a front end of the vehicle is on a left-most side of the diagrams of  FIGS. 16A, 16B, and 16C . 
       FIGS. 17A, 17B, and 17C  show pre-collision diagrams using a combination of a roof airbag  1712 , a cabin divider  1714 , and a curtain airbag  1720  as part of an occupant safety system.  FIG. 17A  shows the roof airbag  1712  is a deployed position in front of a pair of occupants  1700  next to each other in front-facing seats, with the front of the vehicle on the left-most side of the diagram.  FIG. 17B  shows the cabin divider  1714  and the curtain airbag  1720  in a deployed position. The cabin divider  1714  and the curtain airbag  1720  move together between a stowed position (e.g. along the roof) to a deployed position so as to protect both the front and the side of the pair of occupants  1700  during an imminent collision. In this example, the curtain airbag  1720  acts as a tether to support the cabin divider  1714  and to guide its deployment in order to protect the pair of occupants  1700  from, for example, loose objects in an opposed row of seats during a collision.  FIG. 17C  shows three pieces of the occupant safety system working together: the cabin divider  1714  is deployed forward of the roof airbag  1712  in the vehicle cabin and both work together to protect the front of the pair of occupants  1700  while the curtain airbag  1720  protects the side of the pair of occupants  1700 . 
       FIG. 18  shows the roof airbag  1712 , cabin divider  1714 , and curtain airbag  1720  of  FIGS. 17A, 17B, and 17C , shown and described in  FIG. 18  as roof airbags  1812   a ,  1812   b , cabin dividers  1814   a ,  1814   b , and curtain airbags  1820   a ,  1820   b , used as part of an occupant safety system for use in an opposed seating system. A rear-facing occupant  1800   a  and an opposing, front-facing occupant  1800   b  are positioned within a passenger compartment. Prior to a collision, the curtain airbags  1820   a ,  1820   b  can deploy, acting as a tether to deploy the cabin dividers  1814   a ,  1814   b . The roof airbags  1812   a ,  1812   a  can also be deployed so as to be positioned between the occupants  1800   a ,  1800   b  and the cabin dividers  1814   a ,  1814   b . In this manner, both the front and the side of the occupants  1800   a ,  1800   b  can be protected during a collision. Though not shown in  FIG. 17A, 17B, 17C , or  18 , another side curtain airbag can be deployed on the other side of the occupants  1700 ,  1800   a ,  1800   b  to fully surround the occupants  1700 ,  1800   a ,  1800   b  with components of the occupant safety system. In another example, lapbelt airbags (not shown) can replace the roof airbags  1812   a ,  1812   b  in the occupant safety system shown in the examples of  FIGS. 17A, 17B, 17C, and 18 . 
       FIGS. 19A, 19B, and 19C  show a motion diagram of a collision using a dynamic seating system as part of an occupant safety system for use in an opposed seating system. A dynamic seating system can include, for example, sensors serving as a source of vehicle information, occupant information, and position information, a motion control device configured to automatically adjust a position of the seats and/or tensioned restraints in the dynamic seating system using an application of force in respect to a seat support structure (not shown), and a control unit designed to control the force applied by the motion control device based on input from the sensors. In other words, a dynamic seating system is one in which automatic adjustments in positions of the seats and tensioned restraints in respect to the rest of the vehicle are possible. 
     Motion of the various components within the dynamic seating system can be achieved using a combination of mechanical, pneumatic, hydraulic, or other motion-inducing systems. Gross positioning of the seats can be achieved using the same electric-drive motors employed for traditional adjustment of the seats by the occupants. Fine actuation can be accomplished, for example, using a pneumatic system. During rapid adjustments, the electric-drive motors can be overdriven (by increasing the drive current over “regular” actuation current) to enable quickly reaching desired positions to better position occupants in a potential collision. 
       FIG. 19A  shows a rear-facing seat  1902   a  securing a rear-facing occupant  1900   a  opposing a front-facing seat  1902   b  securing a front-facing occupant  1900   b  in an opposed seating system. During a front collision occurring on a left side of the frame with the vehicle moving to the left, the occupants  1900   a ,  1900   b  can be at risk of hitting each other. High loads can also be imposed on chests and necks of the occupants  1900   a ,  1900   b  in the absence of safety measures beyond traditional tensioned restraints. A dynamic seating system can be used to reposition the seats  1902   a ,  1902   b  to lessen risk to the occupants of injury during a collision. 
       FIG. 19B  shows the rear-facing occupant  1900   a  and the front-facing occupant  1900   b  during a front collision, that is, a collision occurring at a left side of the frame while the vehicle moves to the left. The dynamic seating system reacts to the collision using the control unit to control force applied by the motion control device so as to cause movement or translation of the rear-facing seat  1902   a  to the left during the collision, moving the rear-facing occupant  1900   a  to the left by an amount indicated by the arrow shown above the rear-facing occupant  1900   a . By moving the rear-facing seat  1902 A away from the front-facing seat  1902   b , a load induced on the rear-facing occupant  1900   a  is reduced and a risk of the front-facing occupant  1900   b  hitting the rear-facing occupant  1900   a  during the collision as the front-facing occupant  1900   b  bends forward is also reduced. 
     Movement or translation between the rear-facing seat  1902   a  and the front-facing seat  1902   b  can be accomplished using various motion control devices. In one example, dampers can be activated (or deactivated) under command of the control unit such that the rear-facing seat  1902   a  translates away from the front-facing seat  1902   b  along the seat support structure which may include, for example, rails. In another example, a release mechanism, such as a latch, can be released under command of the control unit such that dampers control movement of the front-facing seat  1902  in respect to the seat support structure by leveraging forces generated by both the rear-facing occupant  1900   a  and the rear-facing seat  1902   a.    
       FIG. 19C  also shows the rear-facing occupant  1900   a  and the front-facing occupant  1900   b  during a front collision. In this example, the dynamic seating system reacts to the collision using motion or translation of both the rear-facing seat  1902   a  and the front-facing seat  1902   b  to the left during the collision, moving both the rear-facing occupant  1900   a  and the front-facing occupant  1900   b  to the left by an amount indicated by the arrows shown above the rear-facing occupant  1900   a  and the front-facing occupant  1900   b . Dual translation in the same direction of the rear-facing seat  1902   a  and the front-facing seat  1902   b  lowers the load induced on both the rear-facing occupant  1900   a  and the front-facing occupant  1900   b  and lowers the amount of travel of the front-facing occupant  1900   b  during the collision such that the risk of the front-facing occupant  1900   b  hitting the rear-facing occupant  1900   a  is decreased. 
       FIGS. 20A, 20B, and 20C  show another motion diagram of a collision using another dynamic seating system as part of an occupant safety system. Though shown in reference to an opposed seating system, the dynamic seating system can also be implemented in a seating system where the rows of seats are front facing, side facing, rear facing, or some combination thereof.  FIG. 20A  shows a rear-facing seat  2002   a  securing a rear-facing occupant  2000   a  opposing a front-facing seat  2002   b  securing a front-facing occupant  2000   b . During a front collision, occurring on a left side of the frame with the vehicle moving to the left, the occupants  2000   a ,  2000   b  can be at risk of hitting each other. High loads can also be imposed on chests and necks of the occupants  2000   a ,  2000   b  in the absence of safety measures beyond traditional tensioned restraints. A dynamic seating system can be used to reposition the both of the seats  2002   a ,  2002   b  to lessen risk to the occupants of injury during a collision. 
       FIG. 20B  shows the rear-facing occupant  2000   a  and the front-facing occupant  2000   b  prior to a front collision. The dynamic seating system can be used to move one or both of the seats  2002   a ,  2002   b  both before and during the imminent collision. In  FIG. 20B , the motion control device exerts a force to move both the rear-facing occupant  2000   a  and the front-facing occupant  2000   b  to the right to a determined position consistent with a distance indicated by the right-pointing arrows shown above the rear-facing occupant  2000   a  and the front-facing occupant  2000   b . By moving the seats  2002   a ,  2002   b  and the occupants  2000   a ,  2000   b  to the right, that is, away from the imminent collision, additional travel to the left during the collision is possible, further limiting the loads experienced by the occupants  2000   a ,  2000   b  during the collision. 
       FIG. 20C  shows the rear-facing occupant  2000   a  and the front-facing occupant  2000   b  during a front collision. The dynamic seating system reacts to the collision by using the motion control device to allow (or impart force to cause) motion or translation of both the rear-facing seat  2002   a  and the front-facing seat  2002   b  to the left during the collision, moving both the rear-facing occupant  2000   a  and the front-facing occupant  2000   b  to the left to a determined position consistent with a distance indicated by the arrows shown above the rear-facing occupant  2000   a  and the front-facing occupant  2000   b . Again, dual translation lowers the load induced on both the rear-facing occupant  2000   a  and the front-facing occupant  2000   b  and reduces the risk of the front-facing occupant  2000   b  hitting the rear-facing occupant  2000   a . Dual translation over a longer distance as shown in  FIG. 20C  lowers loadings and risks further than the dual translation shown in  FIG. 19C . 
     Though the examples described in respect to  FIGS. 19A, 19B, 19C, 20A, 20B, and 20C  are described in the context of an opposed seating system, the examples can be implemented in vehicles with other seating configurations as well. For example, vehicles with two or more rows of front-facing seats, two or more rows of rear-facing seats, a single front-facing row of seats, or a single rear-facing row of seats can implement the dynamic seating systems described above. 
       FIG. 21  is a block diagram of an example of a computing device  2122 . The computing device  2122  can be a single computing device or a system that includes multiple computing devices working cooperatively. As an example, the computing device  2122  can be a vehicle-based computing device such a control unit or a vehicle ECU. Alternatively, the computing device  2122  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  2122  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 belt tensioners, airbag inflators, seat motors, tether couplings, etc. in order to cause deployment of airbags, deployment of cabin dividers, motion of seats in a dynamic seating system, etc. 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. 21 , the computing device  2122  includes a processor  2124 , a memory device  2126 , a storage device  2128 , one or more input devices  2130 , and one or more output devices  2132  which are interconnected by a bus  2134 . The computing device  2122  can also include a bus interface  2136  for connecting peripheral devices to the bus  2134 . 
     The processor  2124  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  2124  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  2126  can be used to store information for immediate use by the processor  2124 . The memory device  2126  includes either or both of a random access memory (RAM) device and a read only memory (ROM) device. The memory device  2126  can be used to store information, such as program instructions that can be executed by the processor  2124 , and data that is stored by and retrieved by the processor  2124 . In addition, portions of the operating system of the computing device  2122  and other applications that are being executed by the computing device  2122  can be stored by the memory device during operation of the computing device  2122 . 
     The storage device  2128  can be used to store large amounts of data persistently. As examples, the storage device  2128  can be a hard disk drive or a solid state drive. 
     The input devices  2130  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  2122 , such as physical interaction, verbal interaction, or non-contacting gestural interaction. As examples, the input devices  2130  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  2132  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  2132  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  2132  include a display screen and the input devices  2130  include a touch sensitive panel that is integrated into the display screen to define a touch-sensitive display screen. 
     The bus  2134  transfers signals and/or data between the components of the computing device  2122 . 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  2122 . The bus interface  2136  can be any type of device that allows other devices, whether internal or external, to connect to the bus  2134 . In one implementation, the bus interface  2136  allows connection to a controller area network (CAN) bus of a vehicle.

Metadata:
Filing Date: 20170828
Publication Date: 20200512
Grant Date: 20200512
Priority Date: 20160922
Inventors: DENNIS, NATHANIEL J.
DOMPER, ARTURO LLAMAZARES
FREDRIKSSON, RIKARD
ZOELLNER, ALEXANDER M.
SATAS, LUKAS
FIALHO, JORGE C.
BAKER, JOHN J.
BUEHLER, JESSE T.
BOWERS, RONALD A.
Assignee: APPLE INC
CPC Classifications: [{"code": "B60R21/213", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/0048", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/233", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R2021/0055", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/232", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23161", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/2338", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/214", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/013", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/18", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/0055", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/013", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23161", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60N2/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/0048", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/214", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/18", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/213", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/232", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/2338", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/233", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60N2/4279", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/42736", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/06", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/0276", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60N2/01", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23161", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/232", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/214", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/18", "inventive": true, "first": true, "tree": "[]"}]
Family ID: 70612647