PATENT DOCUMENT

Publication Number: US-11667258-B1
Application Number: US-202117514208-A
Country: US
Kind Code: B1

Title: Telescoping panel with reaction surface

Abstract:
A restraint system includes a restraint configured to deploy from an interior surface and restrain motion of an occupant and a support including a door coupled to an upper portion of the restraint. The door is configured to rotate about a pivot. The door includes a telescoping panel configured to telescopically extend from a stowed position behind the interior surface to a deployed position spaced apart from the interior surface in unison with deployment of the restraint so that the anchor reaches the deployed position after the door rotates about the pivot. The support is configured to orient the upper portion of the restraint in respect to motion of the occupant.

Claims:
What is claimed is: 
     
       1. An occupant safety system for a vehicle, comprising:
 an airbag configured to:
 deploy from an interior surface of a vehicle; and 
 restrain motion of an occupant relative to the vehicle; and 
 
 a support coupled to an upper portion of the airbag via an anchor, the support comprising a telescoping panel configured to:
 telescopically extend from the interior surface to guide the anchor in traveling from a stowed position proximate to the interior surface of the vehicle to a deployed position spaced apart from the interior surface in unison with deployment of the airbag; 
 control a direction of deployment of the airbag; and 
 form a reaction surface that abuts the airbag during deployment to restrain motion of the occupant relative to the vehicle. 
 
 
     
     
       2. The occupant safety system of  claim 1 , wherein the support is coupled to the upper portion of the airbag via a pair of anchors. 
     
     
       3. The occupant safety system of  claim 1 , wherein the airbag comprises a main chamber coupled to the support and an auxiliary chamber coupled to and sealed in respect to the main chamber, wherein the auxiliary chamber is configured to abut the reaction surface during deployment. 
     
     
       4. The occupant safety system of  claim 3 , wherein the auxiliary chamber is configured to be inflated to a pressure level that differs from a pressure level of the main chamber by an inflation mechanism that is sealed from and passes through the main chamber. 
     
     
       5. The occupant safety system of  claim 1 , wherein the support includes a door or a portion of the interior surface that covers the airbag behind the interior surface prior to deployment. 
     
     
       6. The occupant safety system of  claim 5 , wherein the door or the portion of the interior surface is configured to rotate about a pivot to guide the anchor to travel from the stowed position to the deployed position. 
     
     
       7. The occupant safety system of  claim 6 , wherein the support includes the portion of the interior surface, and wherein the portion of the interior surface is configured to lock in the deployed position. 
     
     
       8. The occupant safety system of  claim 6 , wherein the support includes the door, wherein the door includes the telescoping panel, and wherein the telescoping panel is configured to telescopically extend so the anchor reaches the deployed position after the door rotates about the pivot. 
     
     
       9. The occupant safety system of  claim 1 , wherein the airbag deploys and the anchor travels in response to an output signal indicative of an imminent collision. 
     
     
       10. The occupant safety system of  claim 1 , further comprising:
 a deployment mechanism configured to break away a portion of the interior surface and cause the support to guide the anchor in traveling from the stowed position to the deployed position, wherein the deployment mechanism includes at least one of a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, or a pre-tensioned spring device. 
 
     
     
       11. An occupant safety system for a vehicle, comprising:
 an airbag configured to:
 deploy from an interior surface of a vehicle; and 
 restrain motion of an occupant relative to the vehicle; and 
 
 a support including a door coupled to an upper portion of the airbag,
 wherein the door is configured to rotate about a pivot, 
 wherein the door includes a telescoping panel configured to telescopically extend from a stowed position behind the interior surface of the vehicle to a deployed position spaced apart from the interior surface in unison with deployment of the airbag so that the anchor reaches the deployed position after the door rotates about the pivot, and 
 wherein the support is configured to orient the upper portion of the airbag in respect to motion of the occupant. 
 
 
     
     
       12. The occupant safety system of  claim 11 , wherein an interior of the door includes a reaction surface, and wherein motion of the occupant relative to the vehicle is restrained by the airbag abutting the reaction surface during deployment. 
     
     
       13. The occupant safety system of  claim 12 , wherein the airbag comprises a main chamber and an auxiliary chamber, and wherein the auxiliary chamber is configured to abut the reaction surface during deployment of the airbag. 
     
     
       14. The occupant safety system of  claim 13 , wherein the auxiliary chamber is sealed from the main chamber and configured to be inflated to a pressure level that differs from a pressure level of the main chamber by an inflation mechanism that passes through the main chamber. 
     
     
       15. The occupant safety system of  claim 11 , wherein the door covers the airbag behind the interior surface, and wherein the door is configured to rotate about the pivot before telescopically extending from the stowed position to the deployed position. 
     
     
       16. The occupant safety system of  claim 15 , further comprising:
 a deployment mechanism configured to break away a portion of the interior surface and cause the door to rotate about the pivot and the telescoping panel to telescopically extend from the stowed position to the deployed position. 
 
     
     
       17. The occupant safety system of  claim 16 , wherein the deployment mechanism includes at least one of a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, or a pre-tensioned spring device. 
     
     
       18. An occupant safety system for a vehicle, comprising:
 an airbag configured to deploy from an interior surface of a vehicle and restrain motion of an occupant relative to the vehicle; 
 a support including a reaction surface and configured to deploy from the interior surface of the vehicle in unison with deployment of the airbag, wherein motion of the occupant relative to the vehicle is restrained by the airbag abutting the reaction surface during deployment; and 
 an anchor coupling the support and the airbag, the anchor configured to travel from a stowed position behind the interior surface of the vehicle to a deployed position spaced apart from the interior surface in unison with deployment of the airbag and the support, 
 wherein the reaction surface includes a telescoping panel, and wherein the telescoping panel is configured to telescopically extend for the anchor to travel from the stowed position to the deployed position. 
 
     
     
       19. The occupant safety system of  claim 18 , wherein the airbag comprises a main chamber coupled to the anchor and an auxiliary chamber sealed in respect to the main chamber and configured to restrain the motion of the occupant relative to the vehicle. 
     
     
       20. The occupant safety system of  claim 19 , wherein the auxiliary chamber is configured to be inflated by an inflation mechanism that is sealed from and passes through the main chamber to the auxiliary chamber. 
     
     
       21. The occupant safety system of  claim 19 , wherein the auxiliary chamber is configured to abut the reaction surface during deployment of the airbag. 
     
     
       22. The occupant safety system of  claim 18 , wherein the reaction surface includes a door or a portion of the interior surface that covers the airbag behind the interior surface. 
     
     
       23. The occupant safety system of  claim 22 , wherein the reaction surface includes the portion of the interior surface, and wherein the portion of the interior surface is configured to lock in the deployed position. 
     
     
       24. The occupant safety system of  claim 22 , wherein the door or the portion of the interior surface is configured to rotate about a pivot for the anchor to travel from the stowed position to the deployed position. 
     
     
       25. The occupant safety system of  claim 18 , further comprising:
 a deployment mechanism configured to break away a portion of the interior surface and cause the airbag and the reaction surface to deploy and the anchor to travel from the stowed position to the deployed position, wherein the deployment mechanism includes at least one of a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, or a pre-tensioned spring device.

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) 
     This application claims priority to U.S. Provisional Application Ser. No. 63/126,154, filed Dec. 16, 2020, the contents of which are incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to restraint systems and specifically to restraints, supports, and anchors within restraint systems. 
     BACKGROUND 
     In conventional vehicle cabins, surfaces such as a dash panel, a windshield, a door, a pillar, a roof rail, or combinations thereof can serve as anchor points and reaction surfaces for an airbag that deploys from a steering wheel, a roof rail, or the dash panel during a vehicle event such as a collision to prohibit an occupant from impacting these (or other) vehicle structures. 
     In vehicle cabins with modular seating systems, such as in an autonomous vehicle (AV) with seat systems that can be arranged into a configuration consistent with the vehicle cabin serving as a mobile office or a living room, options for conventional reaction surfaces and anchor points are limited. In the absence of adequate anchors or reaction surfaces, airbags may be unable to be positioned to effectively protect an occupant during a collision. New approaches to occupant safety systems are thus desired. 
     SUMMARY 
     One aspect of the disclosure is an occupant safety system for a vehicle. The occupant safety system includes an airbag configured to deploy from an interior surface of a vehicle and restrain motion of an occupant relative to the vehicle. The occupant safety system also includes a support coupled to the airbag via an anchor. The support is configured to guide the anchor in traveling from a stowed position proximate to the interior surface of the vehicle to a deployed position spaced apart from the interior surface in unison with deployment of the airbag. The support is also configured to control a direction of deployment of the airbag. 
     Another aspect of the disclosed embodiments is an occupant safety system for a vehicle. The occupant safety system includes an airbag configured to deploy from an interior surface of a vehicle and restrain motion of an occupant relative to the vehicle. The occupant safety system includes a support coupled to the airbag and configured to telescopically extend from a stowed position behind the interior surface of the vehicle to a deployed position spaced apart from the interior surface in unison with deployment of the airbag. The support is configured to orient the airbag in respect to motion of the occupant. 
     Another aspect of the disclosed embodiments is an occupant safety system for a vehicle. The occupant safety system includes an airbag configured to deploy from an interior surface of a vehicle and restrain motion of an occupant relative to the vehicle. The occupant safety system also includes a support including a reaction surface configured to deploy from the interior surface of the vehicle in unison with deployment of the airbag. Motion of the occupant relative to the vehicle is retrained by the airbag abutting the reaction surface during deployment. The occupant safety system also includes an anchor coupling the support and the airbag. The anchor is configured to travel from a stowed position behind the interior surface of the vehicle to a deployed position spaced apart from the interior surface in unison with deployment of the airbag and the support. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1 A  is a schematic side view illustration of a vehicle cabin including an occupant safety system. 
         FIG.  1 B  is a schematic top view illustration of the vehicle cabin. 
         FIG.  2 A  is a schematic side view illustration of the vehicle cabin including a roof safety system in a deployed position. 
         FIG.  2 B  is a schematic top view illustration of the vehicle cabin including the roof safety system in the deployed position. 
         FIG.  3 A  is a schematic side view illustration of the vehicle cabin including an alternative roof safety system in a deployed position. 
         FIG.  3 B  is a schematic top view illustration of the vehicle cabin including the alternative roof safety system in the deployed position. 
         FIG.  4    is a schematic side view illustration of a seat safety system in a deployed position. 
         FIG.  5    is a schematic side view illustration of an alternative seat safety system in a deployed position. 
         FIG.  6    is a schematic illustration of an occupant safety system including a deployment mechanism. 
         FIG.  7    is a schematic illustration of an occupant safety system including an alternative deployment mechanism. 
         FIG.  8    is a schematic illustration of an occupant safety system including an alternative deployment mechanism. 
         FIG.  9    is a block diagram of an occupant safety system. 
         FIG.  10    is an illustration of a hardware configuration for a controller. 
     
    
    
     DETAILED DESCRIPTION 
     Occupant safety systems are described for use in vehicle cabins lacking easy access to anchor locations, for example, due to changeable seating configurations or an open vehicle cabin design. The safety systems include airbags, supports configured for deployment in unison with the airbags to provide anchors for the airbags, orient the airbags, and control a direction and speed of deployment of the airbags, and optional deployment mechanisms that can cause deployment of the airbags and the supports. During a vehicle event such as a collision, generally synchronous or near concurrent deployment of airbags and supports can provide more efficient operation and positioning of the airbags in relatively open areas of a vehicle cabin, such as when side panels, doors, roof panels, pillars, or other surfaces are not available to provide reaction surfaces or coupling locations for anchors or tethers. 
       FIGS.  1 A and  1 B  are a schematic side view and top view illustration of a vehicle cabin  100 . The vehicle cabin  100  is defined within or is otherwise interior to body structures  102  and can be described in reference to a longitudinal or X direction (e.g., fore-aft), a lateral or Y direction (e.g., side to side), and an elevational or Z direction (e.g., up-down). The body structures  102  may include roof rails, pillars, a frame, body panels, interior panels, trim panels, and movable panels (e.g., doors, tailgate, hood, trunk lid, etc.) that are connected to other portions of the body structure  102  by mechanisms such as hinges or tracks. 
     The vehicle cabin  100  includes a seat system  104  having a seat pan  106  and a seat back  108 . The seat pan  106  and the seat back  108  may include structures such as frames, springs, other suspension members, cushioning materials (e.g., foam or rubber), covers, and/or other structures suitable for use in seating an occupant within the vehicle cabin  100 . The seat back  108  extends upward from the seat pan  106  and may be pivotally connected to the seat pan  106  to allow adjustment of a recline angle for the seat system  104 . The seat system  104  can also include a restraint (not shown) for use in securing an occupant (not shown) to the seat pan  106  and the seat back  108 . 
     The seat pan  106  and the seat back  108  are movable in respect to a seat guide  110 . In this example, the seat guide  110  is shown using dotted lines extending in X direction within the vehicle cabin  100  to represent various positions possible for the seat system  104 . The seat guide  110  can be configured to support fore-aft and side to side movement of the seat system  104  with a greater distance of travel when compared to conventional seat systems (not shown) to allow for various seating arrangements within the vehicle cabin  100 . The seat guide  110  can control movement of the seat pan  106  and the seat back  108  using rails, tracks, electromagnets, or any other suitable mechanism. Because the seat system  104  is movable between various seating arrangements, passenger safety solutions require flexibility in implementation. 
     The vehicle cabin  100  includes an occupant safety system  112 . The occupant safety system  112  is shown in dotted line to represent possible locations for storage of safety components (not shown) in a stowed position or a pre-deployment condition, though other or additional locations are possible. For example, the occupant safety system  112  may include airbags stowed behind various interior surfaces, such as within the body structures  102  or the seat back  108  as shown in  FIGS.  1 A and  1 B . The occupant safety system  112  may also include housings, inflation mechanisms, deployment mechanisms, supports, etc. used in implementation of the occupant safety system  112  as further described herein. 
     Some components of the vehicle cabin  100  are in communication with a controller  114 . For example, the controller  114  can be configured to prohibit, allow, or otherwise control movement of the seat system  104  along the seat guide  110 . The controller  114  can be configured to prohibit, allow, or otherwise control components of the occupant safety system  112 , such as controlling deployment of airbags or deployment of supports for airbags, for example, in response to receiving output signals from sensors (not shown) indicative of a vehicle event such as an imminent collision. The output signals from sensors can also include information indicative of orientation or position of the seat system  104  or an occupant in respect to the vehicle cabin  100 . 
       FIGS.  2 A and  2 B  are a schematic side view and top view illustration of a roof safety system  212  in a deployed position in a vehicle cabin  200 . The roof safety system  212  includes housings  216   a,b,c  located within a body structure  202 , an airbag  218  deployable from the housings  216   a,b,c , and supports  220   a,b,c  including a central support  220   a  coupled to the airbag  218  and deployable from a central housing  216   a  in unison with the airbag  218 . The body structure  202  can be a center roof spar extending in the X direction along the vehicle cabin  200  as shown. The housings  216   a,b,c  can be located behind an interior surface  222  of the vehicle cabin  200  that covers or conceals the body structure  202  and the housings  216   a,b,c  prior to deployment of the airbag  218  and the supports  220   a,b,c . The housings  216   a,b,c  may be combined in a singular housing  216  (not shown) and may include packaging, inflation mechanisms, or deployment mechanisms (not shown) that support deployment of the airbag  218  and the supports  220   a,b,c.    
     In the inflated or deployed position shown, the airbag  218  and the supports  220   a,b,c  extend laterally away from the interior surface  222  and the body structure  202  in the Y direction. The airbag  218  also extends elevationally downward in the Z direction toward a seat system  204  including a seat pan  206  and a seat back  208  in order to restrain motion of an occupant secured to the seat system  204  relative the vehicle cabin  200  (i.e. relative to the vehicle) during a vehicle event such as a collision. The seat system  204  is oriented in a similar manner within the vehicle cabin  200  as the seat system  104  is oriented within the vehicle cabin  100  of  FIGS.  1 A and  1 B , though only a portion of the vehicle cabin  200  is shown to highlight the roof safety system  212 . 
     The airbag  218  has a main chamber  224  and two reaction chambers  226 . The main chamber  224  of the airbag  218  can be connected to the central housing  216   a , and the reaction chambers  226  can be connected to the main chamber  224 . The airbag  218  can be formed from flexible materials, porous materials, non-porous materials, internal baffles, internal tethers, external tethers, and other known elements. For examples, tethers  228  are shown extending between the main chamber  224  and the reaction chambers  226  of the airbag  218  to guide deployment and positioning of the reaction chambers  226  in respect to the main chamber  224  of the airbag  218 . Guiding deployment can include orienting or positioning the reaction chambers  226  in respect to the main chamber  224  for improved performance of the airbag  218 . 
     The central support  220   a  is coupled to the main chamber  224  of the airbag  218  via anchors  230 . There are two anchors  230  shown at outmost corners of the main chamber  224  of the airbag  218  and the central support  220   a , though additional anchors (e.g., such as anchors shown in dotted line between the anchors  230 ) may be present to secure the main chamber  224  of the airbag  218  to the central support  220   a  for deployment in unison. The central support  220   a  can guide the anchors  230  and the coupled main chamber  224  of the airbag  218  in traveling from a stowed position within the central housing  216   a  and proximate to the interior surface  222  of the vehicle cabin  200  to the deployed position spaced apart from the central housing  216   a  and the interior surface  222  in the Y direction as shown in  FIG.  2 B . The term “proximate” is used to indicate a position behind, adjacent to, or next to the interior surface  222 . The term “spaced from” is used to indicate a position at a distance apart from the interior surface  222  such that movement of the anchors  230  from the stowed position to the deployed position involves travel of the anchors  230  over a predetermined distance such as over tens of centimeters, over one-half meter, or over one meter. 
     The anchors  230  may include tethers, fabric, stitching, or other materials or coupling mechanisms sufficient to secure the main chamber  224  of the airbag  218  in respect to the central support  220   a . The central support  220   a  is configured to control a direction of deployment of the airbag  218  in respect to the interior surface  222  based on use of the central support  220   a  to position the anchors  230  which in turn position the main chamber  224  of the airbag  218  in respect to the interior surface  222 . The anchors  230  that couple the main chamber  224  of the airbag  218  and the central support  220   a  allow the central support  220   a  to travel in unison with the main chamber  224  of the airbag  218  during deployment and position the entire airbag  218  in a predetermined location in respect to the interior surface  222 . 
     The supports  220   a,b,c  shown in  FIGS.  2 A and  2 B  include the central support  220   a  and optional reaction supports  220   b,c . The reaction supports  220   b,c  are coupled to the central support  220   a  using an optional reaction linkage  231  with the reaction supports  220   b,c  and the reaction linkage  231  shown in dotted lines to indicate the optional nature. The reaction supports  220   b,c  extend in the Y direction on opposite sides of the central support  220   a . The reaction supports  220   b,c  are configured to travel from a stowed position within outer housings  216   b,c  and proximate to the interior surface  222  of the vehicle cabin  200  to a deployed position spaced apart from the outer housings  216   b,c  and the interior surface  222  in the Y direction as shown in  FIG.  2 B . The reaction supports  220   b,c  can be spaced from and coupled to the central support  220   a  with the reaction linkage  231  as shown such that motion of the central support  220   a  guides motion of the reaction supports  220   b,c . In another example, the reaction supports  220   b,c  can be directly coupled to and extend from the central support  220   a  in the X direction (not shown) such that a singular, wider support  220  extends from a singular, wider housing  216  (not shown). 
     To support travel in unison, the supports  220   a,b,c  of  FIGS.  2 A and  2 B  are formed as telescoping panels configured to telescopically extend from the interior surface  222  during deployment of the airbag  218  in order to guide the anchors  230  to travel from the stowed position proximate or behind the interior surface  222  to the deployed position shown spaced apart from the interior surface  222 . Though several sections of the telescoping panel are shown in  FIG.  2 B , the number of sections or portions can vary depending on packaging space or performance requirements. The central support  220   a  can be designed to withstand high loads (such as over 150 kg or over 200 kg) such that the central support  220   a  is configured to serve as a reaction surface for the main chamber  224  of the airbag  218 . The optional reaction supports  220   b,c  can also be designed to withstand high loads such that the reaction supports  220   b,c  are configured to serve as reaction surfaces for the reaction chambers  226  of the airbag. For example, the reaction supports  220   b,c  can be deployed in cases when no other reaction surface is present to abut the reaction chambers  226  during a vehicle event, such as if the body structure  202  is used in an open-roofed vehicle such as a cabriolet. To serve as reaction surfaces, the supports  220   a,b,c  can be formed from relatively flat, panel-like telescoping structures as shown, can include pairs of extendable arms or rails with or without mesh, netting, stretchable materials, tethers, or other deformable and stowable materials extending between the arms or rails, or can be combinations of panels and rails in order to react loads experienced by the airbag  218  and maintain a position of the airbag  218  when deployed and loaded. 
     During a vehicle event, synchronous or near synchronous deployment of the airbag  218  and the supports  220   a,b,c  allows for efficient operation of the airbag  218  in relatively open areas of the vehicle cabin  200 , such as when side panels, doors, roof panels, pillars, or other surfaces are not available to provide a reaction surface or a location for coupling an anchor or tether to the airbag  218 . In one example, when the airbag  218  deploys, the anchors  230  coupling the central support  220   a  synchronously extend the supports  220   a,b,c  from the housings  216   a,b,c , for example, in a passive manner based on physical coupling of the supports  220   a,b,c  by the reaction linkage  231  and without additional deployment mechanisms to orient the airbag  218  in respect to anticipated motion of the occupant. In another example, deployment mechanisms (not shown) such as a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, and/or a pre-tensioned spring device can be controlled to deploy the supports  220   a,b,c , such as when the interior surface  222  proximate the housings  216   a,b,c  is obstructed. In both examples, motion of the occupant relative to the vehicle cabin  200  is restrained by action of the anchors  230  providing tension between the central support  220   a  and the main chamber  224 , the main chamber  224  of the airbag  218  abutting the reaction surface of the central support  220   a  while the occupant (not shown) abuts the reaction chamber  226  closest to the seat system  204  where the occupant is secured, and the reaction chamber  226  furthest from the seat system  204  abutting the reaction support  220   b.    
     The interior surface  222  of the vehicle cabin  200  can be a trim panel, a headliner, a sunroof, a header, a side wall, or another surface supported by the body structure  202  or covering the body structure  202  and the housings  216   a,b,c  when the airbag  218  and the supports  220   a,b,c  are stowed. The interior surface  222  is shown as absent proximate to the housings  216   a,b,c  and may have opened, ruptured, partially broken away, detached, or otherwise moved away from the housings  216   a,b,c  before or during deployment of the airbag  218  and the supports  220   a,b,c  to allow the airbag  218  and the supports  220   a,b,c  to extend from the housings  216   a,b,c  and the interior surface  222  into the vehicle cabin  200  in unison. A deployment mechanism (not shown) such as a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, and/or a pre-tensioned spring device can cause or enable a portion of the interior surface  222  to open, detach, or break away. 
     The roof safety system  212  can be an adaptive system (e.g., with a multi-stage or a multi-chamber airbag  218  as shown) to enable occupant contact with the airbag  218  to be optimally timed and to better control movement of the occupant. The vehicle cabin  200  can also include advanced sensors (not shown) to determine proper timing for the airbag  218  to deploy depending on various aspects such as severity, location, and speed of an imminent collision, occupant size, occupant mass, position of the seating system  204 , restraint usage, etc. 
     The types of sensors employed can be varied and can communicate information a controller (not shown) similar to the controller  114  of  FIGS.  1 A and  1 B . For example, the sensors can include sensors configured to capture information from an external environment outside of the vehicle cabin  200 . External-sensing sensors can includes technologies such as radar, LIDAR, imaging, infrared, or other technologies configured to detect potential vehicle events such as collisions and provide information to the controller to allow a determination of timing of the vehicle event. The sensors can also include sensors internal to the vehicle cabin  200  such as weight sensors, buckle switch sensors, internal cameras, seat position sensors, imaging sensors, etc. that can provide information to the controller to allow determinations to be made for positioning of the seat system  204  and deployment timing and location for the roof safety system  212 . 
       FIGS.  3 A and  3 B  are a schematic side view and top view illustration of an alternative roof safety system  312  in a deployed position in a vehicle cabin  300 . Many of the features of the roof safety system  312  are similar to the roof safety system  212  of  FIGS.  2 A and  2 B , so only differences will be highlighted for brevity. The vehicle cabin  300  includes a seat system  304  with a seat pan  306  and a seat back  308  similar to the seat systems  104 ,  204  of  FIGS.  1 A to  2 B . The vehicle cabin  300  includes a body structure  302  defining or supporting a housing  316  configured to be covered or concealed by an interior surface  322  of the vehicle cabin  300  prior to deployment of an airbag  318  and supports  320   a,b . The supports  320   a,b  are coupled to the airbag  318  via anchors  330 . The supports  320   a,b  and the anchors  330  are deployable from the housing  316  in unison with the airbag  318 . The body structure  302  can be a center roof spar extending in the X direction along the vehicle cabin  300  as shown. The housing  316  may include packaging, inflation mechanisms, or deployment mechanisms (not shown) that support deployment of the airbag  318 , the supports  320   a,b , and the anchors  330 . 
     The airbag  318  is shown with a main chamber  324  and an auxiliary chamber  326 , though multiple auxiliary chambers (not shown), such as on both sides of the main chamber  324  are possible. The main chamber  324  of the airbag  318  can be connected to the housing  316 , and the auxiliary chamber  326  can be connected to the main chamber  324 . The main chamber  324  can be sealed relative to the auxiliary chamber  326  such that different pressure levels can be achieved in the main chamber  324  and the auxiliary chamber  326 . The main chamber  324  and the auxiliary chamber  326  can also be deployed using separate inflation mechanisms. In one example, an inflation mechanism  332  for the auxiliary chamber  326  can be sealed from and pass through the main chamber  324  to reach the auxiliary chamber  326 . For example, the inflation mechanism  332  can include a silicon-covered fabric hose or tube (shown in dotted line) that extends through the main chamber  324  without inflating the main chamber  324  in order to fluidly communicate only with the auxiliary chamber  326  and inflate the auxiliary chamber  326  to a predetermined pressure level, for example, a pressure level that differs from a pressure level of the main chamber  324 . 
     A tether  328  is shown extending between the main chamber  324  and the auxiliary chamber  326  of the airbag  318  in  FIG.  3 A . The tether  328  is configured to guide or otherwise orient deployment and positioning of the auxiliary chamber  326  in respect to the main chamber  324  of the airbag  318 . The tether  328  can also support proper positioning of the inflation mechanism  332  that extends through the main chamber  324  to the auxiliary chamber  326 . The airbag  318  can be formed from flexible materials, porous materials, non-porous materials, internal baffles, internal tethers, external tethers, and other known elements. 
     The main chamber  324  can be deployed to prohibit loose objects from impacting an occupant secured in the seat system  304 , for example, when the seat system  304  is positioned in an open vehicle cabin without traditional rows of seats. The auxiliary chamber  326  can be configured to absorb occupant energy during a vehicle event in conjunction with the main chamber  324 . A pressure in the auxiliary chamber  326  can be less than a pressure of the main chamber  324 , such as half in value, and the main chamber  324  can serve as a reaction surface for the auxiliary chamber  326 . The main chamber  324  and the auxiliary chamber  326  can be selectively deployed. For example, the main chamber  324  can be deployed to prohibit loose objects while the auxiliary chamber  326  is not deployed (not shown). In another example, if a safety seat (not shown) is anchored to the seat system  304 , the main chamber  324  can be deployed prior to or during a vehicle event while the auxiliary chamber  326  can be prohibited from deployment to avoid interaction with the safety seat. In another example, deployment of the main chamber  324  can be timed before deployment of the auxiliary chamber  326 , such as in situations with multiple vehicle events. In another example, deployment of the auxiliary chamber  326  can be timed before deployment of the main chamber  324 . 
     The supports  320   a,b  are formed as a pair of rails or rods configured to translate or telescopically extend from the interior surface  322  to guide the respective anchors  330  in traveling from a stowed position within the housing  316  and concealed or covered by the interior surface  322  to the deployed position spaced from the housing  316  and the interior surface  322  as shown in  FIGS.  3 A and  3 B . The supports  320   a,b  can be configured to rotate about a pivot  338  prior to extension to as part of the designed travel from the stowed position to the deployed position. When the supports  320   a,b  are designed to both rotate about the pivot  338  and translate or extend telescopically as shown, packaging space for the roof safety system  312  can be reduced. Operation of the roof safety system  312 , such as deployment of the airbag  318 , the supports  320   a,b , and the anchors  330  is similar to operation of the roof safety system  212  of  FIGS.  2 A to  2 B . 
       FIG.  4    is a schematic side view illustration of a seat safety system  412  in a deployed position. The seat safety system  412  is part of a seat system  404  and can be used separately from or in conjunction with the roof safety systems  212 ,  312  of  FIGS.  2 A to  3 B  as part of a comprehensive occupant safety system such as the occupant safety system  112  of  FIGS.  1 A to  1 B . The seat system  404  includes a seat pan  406  and a seat back  408  and is configured to be movable within a vehicle cabin (not shown) such as the vehicle cabins  100 ,  200 ,  300 . The seat system  404  is similar to the seat systems  104 ,  204 ,  304  of  FIGS.  1 A to  3 B , so only differences will be described for brevity. 
     The seat system  404  includes a housing  416  defined within the seat back  408 . The housing  416  is configured to support and stow components of the seat safety system  412 . The seat safety system  412  includes an airbag  418  configured to deploy from the housing  416 , for example, in response to an output signal indicative of a vehicle event such as an imminent collision. The seat safety system  412  also includes a support  420  configured to deploy from the housing  416  in unison with deployment of the airbag  418 . The housing  416 , the airbag  418 , and the support  420  are configured to be covered or concealed by a seat surface  422  of the seat back  408  in a stowed condition prior to deployment. The seat surface  422  can be a trim cover, a cushion cover, a panel, an armrest, etc. The term interior surface can be used interchangeably with the term seat surface  422 . The housing  416  may also include or support packaging, inflation mechanisms, or deployment mechanisms (not shown) to aid deployment of the airbag  418  and the support  420 . 
     The support  420  is coupled to the airbag  418  via an anchor  430 . The anchor  430  is shown as extending elevationally in the Z direction between an outer edge of the support  420  and an outer edge of the airbag  418  in the deployed position. The anchor  430  can be formed from a flexible panel, a stitch line, or other means of coupling between the airbag  418  and the support  420 . The support  420  can guide the anchor  430  and the coupled airbag  418  in traveling from a stowed position within the housing  416  and proximate to the seat surface  422  to the deployed position spaced apart from the housing  416  and the seat surface  422  in the X direction as shown in  FIG.  4   . The anchor  430  that couples the airbag  418  and the support  420  allows the support  420  to travel in unison with the airbag  418  in a passive manner during deployment of the airbag  418 . 
     The support  420  in  FIG.  4    is formed as a telescoping panel configured to telescopically extend from the seat surface  422  during deployment of the airbag  418  in order to guide the anchor  430  to travel from the stowed position proximate or behind the seat surface  422  to the deployed position shown spaced apart from the seat surface  422 . The support  420  can serve as a reaction surface for the airbag  418 , for example, if an occupant (not shown) secured in the seat system  404  experiences motion in the Y direction into or out of a plane of the representation in  FIG.  4   . The number of sections or portions of the telescoping panel of the support  420  can vary depending on packaging space, size of the airbag  418 , or other performance requirements for the seat safety system  412 . Since the seat system  404  is movable to various locations and position of the occupant in the seat system  404  in respect to conventionally packaged airbags can vary, an integrated seat safety system  412  with its own airbag  418 , anchor  430 , and reaction surface in the form of the support  420  can improve overall safety for the occupant when compared to conventional safety systems that rely on fixed positioning between an occupant and the vehicle. 
       FIG.  5    is a schematic side view illustration of an alternative seat safety system  512  in a deployed position. The seat safety system  512  is part of a seat system  504  and can be used separately from or in conjunction with the roof safety systems  212 ,  312  of  FIGS.  2 A to  3 B  as part of a comprehensive occupant safety system such as the occupant safety system  112  of  FIGS.  1 A to  1 B . The seat system  504  includes a seat pan  506  and a seat back  508  and is configured to be movable within a vehicle cabin (not shown) such as the vehicle cabins  100 ,  200 ,  300 . The seat system  504  is similar to the seat systems  104 ,  204 ,  304 ,  404  of  FIGS.  1 A to  4   , so only differences will be described for brevity. 
     The seat system  504  includes a housing  516  defined within the seat back  508 . The housing  516  is configured to support and stow components of the seat safety system  512 . The seat safety system  512  includes an airbag  518  configured to deploy from the housing  516 , for example, in response to an output signal indicative of a vehicle event such as an imminent collision. The seat safety system  512  also includes rails  520   a,b  configured to deploy from the housing  516  in unison with deployment of the airbag  518 . The housing  516 , the airbag  518 , and the rails  520   a,b  are configured to be covered or concealed by a seat surface  522  of the seat back  508  in a stowed condition prior to deployment. A portion of the seat surface  522  can be configured to break way or detach during deployment of the airbag  518  and the rails  520   a,b . The housing  516  may also include or support packaging, inflation mechanisms, or deployment mechanisms (not shown) to aid deployment of the airbag  518  and the rails  520   a,b.    
     The rails  520   a,b  are coupled to the airbag  518  by way of corresponding anchors  530 . The anchors  530  can be formed from tethers, grommets, stitches, or other means of coupling between the airbag  518  and the rails  520   a,b . The rails  520   a,b  can guide the corresponding anchors  530  and the coupled airbag  518  in traveling from a stowed position within the housing  516  and proximate to the seat surface  522  to the deployed position spaced apart from the housing  516  and the seat surface  522  in the X direction as shown in  FIG.  5   , for example, through including telescoping portions or translatable portions traveling on guides. The anchors  530  and the rails  520   a,b  can travel in unison with the airbag  518  in a passive manner during deployment of the airbag  518 . 
     The rails  520   a,b  can be configured to control deployment direction of the airbag  518  such that the airbag  518  is located on a side of an occupant, in front of an occupant, or on both sides and in front of an occupant secured to the seat system  504 . In other words, use of the rails  520   a,b  to position the anchors  530  allows for proper placement of the airbag  518  in respect to the occupant without reliance on structures outside of the seat system  504 . Use of an integrated seat safety system  512  that includes the airbag  518 , the rails  520   a,b , and the anchors  530  can improve overall safety for the occupant when compared to conventional safety systems that rely on fixed positioning between an occupant and the vehicle. 
       FIG.  6    is a schematic illustration of an occupant safety system  612  including a deployment mechanism  632 . The occupant safety system  612  and the deployment mechanism  632  are supported by a body structure  602  and packaged behind an interior surface  622  prior to deployment. The body structure  602  can be a roof spar, a roof rail, a pillar, a frame, a body panel, an interior panel, a door, a tailgate, a portion of a seat, or another structure within a vehicle cabin similar to the vehicle cabins  100 ,  200 ,  300  of  FIGS.  1 A to  3 B  and is shown without reference to vehicle direction as the occupant safety system  612  can be implemented in a variety of orientations in respect an occupant depending on a location of the body structure  602 . The interior surface  622  can cover the occupant safety system  612  and the body structure  602  when the occupant safety system  612  is in a stowed position with components of the occupant safety system  612  in a non-deployed condition. The interior surface  622  can include a trim panel, a headliner, a sunroof, a header, a side wall, or another surface supported by or covering the body structure  602 . 
     The occupant safety system  612  includes a housing  616 , an airbag  618  deployable from the housing  616 , a support  620  deployable from the interior surface  622  and configured to direct deployment of the airbag  618 , an anchor  630  coupling the airbag  618  to the support  620 , and the deployment mechanism  632  configured to cause deployment of the airbag  618 , the support  620 , or both the airbag  618  and the support  620 . The airbag  618  is shown as having a single chamber, though various shapes and sizes are possible for the airbag  618 , for example, the airbag  618  can be similar to any of the airbags  218 ,  318 ,  418 ,  518  shown in  FIGS.  2 A to  5   . 
     The support  620  in  FIG.  6    includes a door  634  that covers the airbag  618  in the housing  616  behind a breakaway portion  636  of the interior surface  622  when the airbag  618  and the support  620  are in a stowed position, that is, the indicated portion  636  of the interior surface  622  is configured to break away from a remainder of the interior surface  622 . The door  634  is configured to rotate about a pivot  638  from the dotted line position shown in order to guide the anchor  630  to travel from the stowed position to the deployed position as indicated by the arrows A and B in  FIG.  6   . The door  634  can include a telescoping panel such that the door  634  first rotates as indicated by the arrow A then telescopically extends as indicated by the arrow B so that the anchor  630  reaches the deployed position after the door  634  rotates about the pivot  638 . In the example of  FIG.  6   , the support  620  includes the door  634  and the anchor  630 . 
     The deployment mechanism  632  can cause the door  634  to rotate, for example, if deployment of the airbag  618  is insufficient to rotate the door  634  about the pivot  638  or if the breakaway portion  636  of the interior surface  622  is blocked by an obstruction (not shown). The deployment mechanism  632  can also or alternatively be used to deploy the airbag  618 , which in turn can cause the door  634  to rotate about the pivot  638  and the breakaway portion  636  to open, detach, or breakaway. Once the breakaway portion  636  is cleared, the airbag  618  can extend in unison with the support  620  based on the direct connection of the anchor  630  between the airbag and the support  620 . 
     Various types of deployment mechanisms can be used to effect motion of the airbag  618  and the support  620 . For example, the deployment mechanism  632  may be configured as one or more of a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, and/or a pre-tensioned spring device configured to cause or enable the breakaway portion  636  to open, detach, or break away from the remainder of the interior surface  622 . For example, an electromechanical device can include an electric motor, a threaded rod, and a threaded guide coupled to a sensor module (not shown) to receive commands from a controller such as the controller  114  of  FIGS.  1 A and  1 B . A pneumatic device can include pressurized gas (or a vacuum) configured to effect movement of a piston (not shown) based on a command from the controller. A pre-tensioned spring device can include a spring that is coupled to a sensor module (not shown). The spring can be held in tension until being selectively released, for example, based on a command from the controller. 
     The breakaway portion  636  of the interior surface  622  is shown as partially broken away from and rotated away from the housing  616  and the support  620  in  FIG.  6   . The breakaway portion  636  can be displaced prior to deployment of the airbag  618  using the deployment mechanism  632  when, for example, an obstruction warrants pre-deployment intervention. The breakaway portion  636  can also be displaced passively during deployment of the airbag  618  and the support  620 . The breakaway portion  636  is shown as captured above the support  620  and can serve as an additional reaction surface for the airbag  618  or a cushion between the support  620  and another structure (not shown) within the vehicle during a vehicle event such as a collision. 
     The door  634  and the pivot  638 , the telescoping nature of the overall support  620 , the breakaway portion  636  cushioning, and the as-needed nature of the deployment mechanism  632  provide for an improved occupant safety system  612 . The occupant safety system  612  of  FIG.  6    requires a small amount of packaging space, is adaptable to various vehicle events, and is suitable for installation in a variety of locations within a vehicle cabin that may not have access to a fixed-position anchor. 
       FIG.  7    is a schematic illustration of an occupant safety system  712  including a deployment mechanism  732 . The occupant safety system  712  and the deployment mechanism  732  are supported by a body structure  702  and packaged behind an interior surface  722  prior to deployment. The body structure  702  can be a roof spar, a roof rail, a pillar, a frame, a body panel, an interior panel, a door, a tailgate, a portion of a seat, or another structure within a vehicle cabin similar to the vehicle cabins  100 ,  200 ,  300  of  FIGS.  1 A to  3 B  and is shown without reference to vehicle direction as the occupant safety system  712  can be implemented in a variety of orientations in respect an occupant depending on a location of the body structure  702 . The interior surface  722  can cover the occupant safety system  712  and the body structure  702  when the occupant safety system  712  is in a stowed position. The interior surface  722  can include a trim panel, a headliner, a sunroof, a header, a side wall, or another surface supported by or covering the body structure  702 . 
     The occupant safety system  712  includes a pair of housings  716 ,  717 , an airbag  718  deployable from the housing  716 , a support  720  deployable from the housing  717  and configured to direct deployment of the airbag  718 , an anchor  730  coupling the airbag  718  to the support  720 , and the deployment mechanism  732  configured to cause deployment of the airbag  718  from the housing  716 , deployment of the support  720  from the housing  717 , or deployment of both the airbag  718  and the support  720  from the respective housings  716 ,  717 . The airbag  718  is shown as having a single chamber, though various shapes and sizes are possible for the airbag  718 , for example, the airbag  718  can be similar to any of the airbags  218 ,  318 ,  418 ,  518 ,  618  shown in  FIGS.  2 A to  6   . 
     The support  720  in  FIG.  7    can be configured both to translate and to telescopically extend as indicated by the arrow C, for example, by sliding along a guide rail (not shown) in the housing  717  and extending using a series of telescoping panels or rods as shown. The support  720  translates and extends from the housing  717  so that the anchor  730  reaches the fully deployed position shown in  FIG.  7   . The support  720  and the anchor  730  can be configured to lock in the deployed position after translation and extension from the stowed position so that the support  720  is configured to serve as a reaction surface for the airbag  718  in addition to controlling a direction of deployment of the airbag  718 . 
     The deployment mechanism  732  can be used to deploy the support  720  from the housing  717  to cause a breakaway portion  736  of the interior surface  722  to move away from a remainder of the interior surface  722 , for example, if deployment of the airbag  718  is blocked by an obstruction (not shown). Once the breakaway portion  736  is cleared, the airbag  718  can extend in unison with the support  720  based on the direct connection of the anchor  730  between the airbag and the support  720 . The deployment mechanism  732  can also be used to deploy the airbag  718  from the housing  716 , causing the breakaway portion  736  to fracture, crack, or otherwise separate and move away from a remainder of the interior surface  722 , passively pulling the anchor  730  and coupled support  720  to translate and extend from the housing  717 . The breakaway portion  736  can be captured between the support  720  and other structures (not shown) in the vehicle, providing cushioning or additional support during a vehicle event such as a collision. 
     Various types of deployment mechanisms can be used to effect motion of the airbag  718  and the support  720 . For example, the deployment mechanism  732  may be configured as one or more of a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, and/or a pre-tensioned spring device configured to cause or enable the breakaway portion  736  to open, detach, or break away from the remainder of the interior surface  722 . For example, an electromechanical device can include an electric motor, a threaded rod, and a threaded guide coupled to a sensor module (not shown) to receive commands from a controller such as the controller  114  of  FIGS.  1 A and  1 B . A pneumatic device can include pressurized gas (or a vacuum) configured to effect movement of a piston (not shown) based on a command from the controller. A pre-tensioned spring device can include a spring that is coupled to a sensor module (not shown). The spring can be held in tension until being selectively released, for example, based on a command from the controller. 
     The translatable and telescoping nature of the support  720 , the breakaway portion  736  cushioning, and the as-needed nature of the deployment mechanism  732  provide for an improved occupant safety system  712 . The occupant safety system  712  of  FIG.  7    requires additional packaging space when compared to the occupant safety system  612  of  FIG.  6   , but the overall amount of packaging space is small, thus the occupant safety system  712  is adaptable to various vehicle events and is suitable for installation in a variety of locations within a vehicle cabin. 
       FIG.  8    is a schematic illustration of an occupant safety system  812  including a deployment mechanism  832 . The occupant safety system  812  and the deployment mechanism  832  are supported by a body structure  802  and packaged behind an interior surface  822  prior to deployment. The body structure  802  can be a roof spar, a roof rail, a pillar, a frame, a body panel, an interior panel, a door, a tailgate, a portion of a seat, or another structure within a vehicle cabin similar to the vehicle cabins  100 ,  200 ,  300  of  FIGS.  1 A to  3 B  and is shown without reference to vehicle direction as the occupant safety system  812  can be implemented in a variety of orientations in respect an occupant depending on a location of the body structure  802 . The interior surface  822  can cover the occupant safety system  812  and the body structure  802  when the occupant safety system  812  is in a stowed position. The interior surface  822  can include a trim panel, a headliner, a sunroof, a header, a side wall, or another surface supported by or covering the body structure  802 . 
     The occupant safety system  812  includes a housing  816 , an airbag  818  deployable from the housing  816 , a support  820  deployable from the interior surface  822  and configured to direct deployment of the airbag  818 , an anchor  830  coupling the airbag  818  to the support  820 , and the deployment mechanism  832  configured to cause deployment of the airbag  818  from the housing  816 . 
     The airbag  818  is shown with a main chamber  824  and an auxiliary chamber  826 . The main chamber  824  of the airbag  818  can be designed to receive gas flow from the deployment mechanism  832  before the auxiliary chamber  826  or to receive a higher percentage of gas flow as compared to the auxiliary chamber  826  to ensure faster deployment of the support  820  and promote proper positioning of the airbag  818  in respect to the support  820  and the remainder of the interior surface  822 . The airbag  318  can be formed from flexible materials, porous materials, non-porous materials, internal baffles, internal tethers, external tethers, and other known elements and can be similar to the airbags  218 ,  318 ,  418 ,  518 ,  618 ,  718  of  FIGS.  2  to  7     
     The support  820  can be formed from a portion of the interior surface  822  that covers the airbag  818  in the housing  816  behind the interior surface  822  when the airbag  818  and the support  820  are in a stowed position (not shown). The support  820  in  FIG.  8    can be configured to rotate about a pivot  838  in a direction indicated by the arrow D, first outward or generally away from the housing  816  and the interior surface  822  before turning back toward the housing  816  and the interior surface  822  until the support  820  reaches a predetermined position. The predetermined position of the support  820  can be, for example, a deployed position where the support  820  extends generally in a common plane with a lower portion of a remainder of the interior surface  822  as shown in  FIG.  8   . The support  820  can serve as a reaction surface for the main chamber  824  of the airbag  818 . A remainder of the interior surface  822 , that is, the portion of the interior surface  822  that is not formed by the support  820 , can serve as a reaction surface for the auxiliary chamber  826  of the airbag  818  as shown. 
     Deployment of the airbag  818  can cause deployment of the support  820  such that the support  820  rotates away out and away from the interior surface  822  in the direction indicated by the arrow D. The anchor  830  is coupled the support  820  and moves with the support  820  during rotation of the support  820 . The anchor  830  is also coupled to the airbag  818  such that the anchor  830  controls movement of the airbag  818  to the deployed position shown in  FIG.  8   . The support  820  can be configured to lock in the deployed position in respect to the pivot  838  after the support  820  rotates from the stowed position to the deployed position so that the support  820  is configured to act as a reaction surface for the main chamber  824  of the airbag  818 . The support  820  can be locked, for example, by using a stopping mechanism to halt rotation, a hinge with a fixed rotational angle, a ratcheting mechanism, or any another mechanism configured to hold the support  820  to serve as the reaction surface. Though a single anchor  830  is shown in  FIG.  8   , multiple anchors (not shown) can couple the airbag  818  and the support  820 . 
     The deployment mechanism  832  can be used to deploy the airbag  818  from the housing  816 , with deployment of the airbag  818  causing the support  820  to rotate away from a remainder of the interior surface  822 , passively carrying the anchor  830  and positioning the airbag  818  in respect to the support  820  based on the anchor  830  coupling the airbag  818  and the support  820 . The deployment mechanism  832  can also be configured to cause the support  820  to break away from the remainder of the interior surface  822  and to start rotation about the pivot  838 , for example, if deployment of the airbag  818  and rotation of the support  820  is blocked by an obstruction (not shown). 
     Various types of deployment mechanisms can be used to effect motion of the airbag  818  and the support  820 . For example, the deployment mechanism  832  may be configured as one or more of a pyrotechnic device, an electromechanical device, a pneumatic device, a hydraulic device, and/or a pre-tensioned spring device configured to cause or enable the support  820  to open, detach, break away, or rotate away from the remainder of the interior surface  822 . For example, an electromechanical device can include an electric motor, a threaded rod, and a threaded guide coupled to a sensor module (not shown) to receive commands from a controller such as the controller  114  of  FIGS.  1 A and  1 B . A pneumatic device can include pressurized gas (or a vacuum) configured to effect movement of a piston (not shown) based on a command from the controller. A pre-tensioned spring device can include a spring that is coupled to a sensor module (not shown). The spring can be held in tension until being selectively released, for example, based on a command from the controller. 
     The rotatable nature of the support  820  the forms a portion of the interior surface  822 , the physical coupling between the support  820  and the airbag  818  using the anchor  830 , and the as-needed nature of the deployment mechanism  832  provide for an improved occupant safety system  812  that is adaptable to various vehicle events and is suitable for installation in a variety of locations within a vehicle cabin. 
       FIG.  9    is a block diagram that shows a safety system  940 . The safety system  940  can include a controller  942 , sensors  944 , a deployment mechanism  946 , an airbag  948 , and a support  950 . The safety system  940  can include components similar to components described in reference to the safety systems  112 ,  212 ,  312 ,  412 ,  512 ,  612 ,  712 ,  812  of  FIGS.  1 A to  8   . The deployment mechanism  946  can operate in a manner similar to the deployment mechanisms  632 ,  732 ,  832  described in reference to  FIGS.  6  to  8   . The airbag  948  can operate in a manner similar to the airbags  218 ,  318 ,  418 ,  518 ,  618 ,  718 ,  818  described in reference to  FIGS.  2 A to  8   . The support  950  can operate in a manner similar to the supports  220   a,b,c ,  320   a,b ,  420 ,  620 ,  720 ,  820  and the rails  520   a,b  described in reference to  FIGS.  2 A to  8   . The safety system  940  is shown as including the deployment mechanism  946 , the airbag  948 , and the support  950 , but one or more of these components may be absent from the safety system  940 . 
     The controller  942  coordinates operation of the safety system  940  by communicating electronically (e.g., using wired or wireless communications) with the sensors  944 , the deployment mechanism  946 , the airbag  948 , and the support  950 . The controller  942  may receive information (e.g., signals, information, and/or data) from the sensors  944  and may receive information from and/or send information to other portions of the safety system  940  such as the deployment mechanism  946 , the airbag  948 , the support  950 , or other portions (not shown). 
     The sensors  944  may capture or receive information related, for example, to components of the safety system  940  and from an external environment where the safety system  940  is located. The external environment can be an exterior of a vehicle or an interior of a vehicle such as the vehicle cabins  100 ,  200 ,  300  of  FIGS.  1 A to  3 C . Information captured or received by the sensors  944  can relate to seats, occupants, operation of 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  940  can change an operational mode of the deployment mechanism  946 , the airbag  948 , and/or the support  950  based on a control signal, such as a signal from the controller  942 . The control signal may be based on information captured or received by the sensors  944  and may cause various components within the safety system  940  to change between various operational modes, such as between stowed positions and deployed positions. 
       FIG.  10    shows an example of a hardware configuration for a controller  1052  that may be used to implement the controller  942  and/or other portions of the safety system  940 . In the illustrated example, the controller  1052  includes a processor  1054 , a memory device  1056 , a storage device  1058 , one or more input devices  1060 , and one or more output devices  1062 . These components may be interconnected by hardware such as a bus  1064  that allows communication between the components. 
     The processor  1054  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  1056  may be a volatile, high-speed, short-term information storage device such as a random-access memory module. The storage device  1058  may be a non-volatile information storage device such as a hard drive or a solid-state drive. The input devices  1060  may include sensors such as the sensors  944  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  1062  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  940 , or an audio output. 
     As described above, one aspect of the present technology is the gathering and use of data available from various sources, such as from the sensors  944  or user profiles, to improve the function of safety systems such as the safety systems  112 ,  212 ,  312 ,  412 ,  512 ,  612 ,  712 ,  812 ,  940 . 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, and exercise information), date of birth, or any other identifying or personal information. 
     The present disclosure recognizes that the use of personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to deliver changes to operational modes of safety systems such as the safety systems  112 ,  212 ,  312 ,  412 ,  512 ,  612 ,  712 ,  812 ,  940  to best match user preferences or profiles. Other uses for personal information data that benefit the user are also possible. For instance, health and fitness data may be used to provide insights into a user&#39;s general wellness or may be used as positive feedback to individuals using technology to pursue wellness goals. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. 
     Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, in the case of user-profile-based safety systems, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, changes in operational modes in safety systems can be implemented for a given user by inferring user preferences or user status based on non-personal information data, a bare minimum amount of personal information, other non-personal information available to the system, or publicly available information.

Metadata:
Filing Date: 20211029
Publication Date: 20230606
Grant Date: 20230606
Priority Date: 20201216
Inventors: GOLMAN, ADAM J.
DENNIS, NATHANIEL J.
BUEHLER, JESSE T.
SIVE, JONATHAN O.
MONROE, DONALD R.
Sedlacek, Mikael P.
Llamazares Domper, Arturo
Assignee: APPLE INC
CPC Classifications: [{"code": "B60R21/264", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/2334", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R2021/161", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/214", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/2334", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R21/214", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R21/264", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/161", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/214", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R21/2334", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/161", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/2338", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R2021/23107", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R21/207", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 86609273