PASSENGER RESTPvAINT

PRIORITY CLAIM

[0001] This application claims priority under 35 U.S.C. § 119(e) to US Provisional

Application No. 62/394,432, filed September 14, 2016, which is expressly incorporated by reference herein.

BACKGROUND

[0002] The present disclosure relates to restraints, and particularly to passenger restraints. More particularly, the present disclosure relates to passenger restraints used in vehicles.

SUMMARY

[0003] A passenger restraint includes a seat adapted to support an occupant in a vehicle.

The seat includes a seat bottom configured to support the occupant above a floor of the vehicle, a seat back that extends upwardly away from the seat bottom, and a passenger -restraint harness configured to minimize relative movement between the passenger and the seat during a collision.

[0004] In illustrative embodiments, the passenger restraint further includes a head- cushion system configured to activate in response to acceleration of the seat caused by impact forces during a collision event to reduce an effect of the acceleration on the passenger. The head-cushion system includes an airbag system, an impact detection system, and an inflation system. The airbag system is coupled to the passenger-restraint harness and changes shape from a compact storage shape to a relatively larger expanded use shape when activated. The impact detection system detects the collision event and generates a trigger signal if the acceleration of the seat meets predetermined criteria. The inflation system activates the airbag system in response to receiving the trigger signal to cushion the passenger during the collision.

[0005] In illustrative embodiments, the inflation system includes an air-bag trigger system and a ductwork. The air-bag trigger system discharges a pressurized fluid in response to receiving the trigger signal from the impact detection system. The ductwork communicates the pressurized fluid from the air-bag trigger system to the airbag system to cause the airbag system to change from the compact storage shape to the relatively larger expanded use shape.

[0006] In illustrative embodiments, the airbag system includes an inflatable element positioned in the passenger-restraint harness. The inflatable element includes an outer sheet, an inner sheet opposite the outer sheet, and a lower sheet. Edges of the outer sheet and the inner sheet are coupled together at a first end of the inflatable element to form a shoulder portion. Edges of the lower sheet are coupled to the edges of the outer and inner sheets at a second end of the first inflatable element to allow the outer sheet to extend away from the inner sheet at an angle at the second end and form a cushion portion.

[0007] In illustrative embodiments, the impact detection system is configured to move between a sleep mode and an active mode. In the sleep mode, the impact detection system conserves power. In the active mode, the impact detection system is capable of generating the trigger signal in response to the accelerations meeting predetermined criteria.

[0008] Additional features of the present disclosure will become apparent to those skilled in the art upon consideration of illustrative embodiments exemplifying the best mode of carrying out the disclosure as presently perceived.

BRIEF DESCRIPTIONS OF THE DRAWINGS

[0009] The detailed description particularly refers to the accompanying figures in which:

[0010] Fig. 1 is a perspective and diagrammatic view of a passenger restraint in accordance with the present disclosure showing that the passenger restraint includes a seat adapted to support a passenger above ground underlying a vehicle, a base configured to couple the passenger restraint to a vehicle support, and a head-cushion system configured to activate in response to a shock event and move from a compact-storage shape shown in Fig. 1 to an expanded-use shape shown in Fig. 2 to cushion the passenger;

[0011] Fig. 2 is a perspective and diagrammatic view of the passenger restraint of Fig. 1 showing a passenger supported on the seat and restrained by a passenger-restraint harness included in the seat and further showing that the head-cushion system has inflated to the expanded-use shape to cushion the passenger's head in response to a shock event;

[0012] Fig. 3 is an exploded assembly view of the passenger restraint of Fig. 1 showing that the passenger restraint includes, from left to right, an impact detection system which includes a circuit board, the base, an inflation system, the seat, the passenger-restraint harness, and an airbag system including first and second inflatable elements;

[0013] Fig. 4 is a diagrammatic view of a process performed by the impact detection system included in the head-cushion system showing that the impact detection system includes a sleep mode and an active mode and suggesting that the impact detection system is configured to initiate an inflation system sequence in response to a determination that a shock event or impact force has occurred on the passenger restraint; [0014] Fig. 5 is a diagrammatic view showing the sleep mode of the impact detection system and suggesting that the impact detection system is configured to remain asleep and conserve power until a shock event is detected and one or more predetermined conditions are met and further suggesting that the impact detection system switches to active mode in response to the predetermined conditions being met;

[0015] Fig. 6 is a diagrammatic view showing the active mode of the impact detection system suggesting that the impact detection system is configured to initiate the inflation system sequence if additional predetermined conditions are met;

[0016] Fig. 7 is a diagrammatic view showing that the inflation system sequence is configured to activate and release pressurized fluid to inflate the airbag system and change the airbag system from the compact-storage shape to the expanded-use shape;

[0017] Fig. 8 is an event timeline showing the detection, inflation, and absorption times of the impact detection system, the inflation system, and the airbag system and suggesting that the head-cushion system is configured to cushion t¾¾ passes er* s head within about 80 milliseconds from the time a shock event or impact force is first detected;

[0018] Fig. 9 is a side elevation view of the passenger restraint of Fig. 1 suggesting that a shock event is occurring and applying a force to an anchor included in the passenger restraint and further showing that a portion of the passenger restraint is removed to show that the circuit board of the impact detection system is located in a seat bottom of the seat and includes a connector and a sensor;

[0019] Fig. 10 is bottom view of the passenger restraint of Fig. 9 with a portion removed to show that the impact detection system is located in the passenger restraint in close proximity to the anchor and the connector extends from the impact detection system towards the inflation system;

[0020] Fig. 11 is an enlarged view of the circuit board included in the impact detection system;

[0021] Fig. 12 is a rear view of the seat included in the passenger restraint of Fig. 1 with a portion of the seat removed to show that the inflation system is arranged within a seat back of the seat and further showing that the inflation system includes an airbag trigger system and ductwork extending from the trigger system upwardly along the seat back;

[0022] Fig. 13 is an enlarged view of the trigger system of Fig. 12 showing that the trigger system includes a fluid-release actuator (left side of the page) coupled to the inflation ductwork and a canister of pressurized fluid (right side of the page) coupled to the fluid-release actuator;

[0023] Fig. 14 is a perspective view of the printed circuit board and an exploded assembly view of the airbag trigger system showing that the airbag trigger system includes, from left to right, a nut, a washer, an igniter, a pin, a biasing spring, an actuator housing, and the canister and showing that the igniter is connected to the impact detection system by way of the connector;

[0024] Fig. 15 is a diagrammatic view of the trigger system included in the inflation system showing that the ignitor is coupled to the pin and that the biasing spring urges the pin away from the canister;

[0025] Fig. 16 is a view similar to Fig. 15 showing that the igniter is configured to ignite upon receipt of the trigger signal from the impact detection system to propel the pin toward the canister so that the spring is compressed and the pin penetrates a tip of the canister;

[0026] Fig. 17 is a view similar to Figs. 15 and 16 showing that the canister is configured to release compressed air out the canister and showing that the compressed air flows into the inflation ductwork while pushing the pin back toward the ignitor;

[0027] Fig. 18 is a rear view of the seat back of the seat with a portion removed suggesting that the compressed air flows through the inflation ductwork and through the seat back toward first and second inflatable elements contained within the first and second shoulder straps;

[0028] Fig. 19 is a perspective view of the passenger restraint of Fig. 1 showing the head-cushion system in the expanded-use shape after compressed air is forced into the first and second inflatable elements from the inflation ductwork;

[0029] Fig. 20 is an enlarged front view of the inflation ductwork showing that the inflation ductwork includes a manifold having first and second arms that diverge away from one another;

[0030] Fig. 21 is an enlarged rear view of the inflation ductwork of Fig. 20 showing that the first and second arms are formed to include first and second conduits that are about equal in area so that the manifold delivers compressed air to the first inflatable element and the second inflatable element at or about the same time;

[0031] Figs. 22-24 are a series of perspective views showing the airbag system changing from the compact-storage shape as shown in Fig. 22 to the expanded-use shape as shown in Fig. 24; [0032] Fig. 22 is a perspective view of the first and second shoulder straps and the crotch strap fully assembled so that the airbag system is in the compact-storage shape prior to a shock event being detected by the impact detection system;

[0033] Fig. 23 is a perspective view of the first and second inflatable elements being inflated so that they emerge from the first and second shoulder straps through respective first and second seams formed in the first and second shoulder straps;

[0034] Fig. 24 is a perspective view of the first and second inflatable elements fully inflated and showing that the first and second inflatable elements are retained together by an airbag clip arranged on an outer surface of the first and second inflatable elements;

[0035] Fig. 25 is a top view of an inflatable element included in the head-cushion system showing that the airbag includes a shoulder portion and a larger cushion portion coupled to the shoulder portion;

[0036] Fig. 26 is a perspective view of the inflatable element of Fig. 25 showing that the cushion portion is configured to flare upwardly and inwardly to provide a relatively large surface-area configured to cushion the head of a passenger;

[0037] Fig. 27 is a front perspective view of the airbag clip included in the airbag system, the airbag clip including a first clip part and a second clip part arranged in an unlocked position in which the first clip piece and the second clip piece are spaced apart and disconnected from one another;

[0038] Fig. 28 is a front perspective view of the first and second clip parts of the airbag clip arranged in a locked position in which the first clip part is arranged on top of the second clip part and engages the second clip part to couple the first inflatable element to the second inflatable element;

[0039] Figs. 29-34 show a process for folding the first and second inflatable elements to return the first and second airbags to the compact-storage shape within each complementary first and second shoulder strap;

[0040] Fig. 29 is a front perspective view of the passenger restraint of Fig. 1 showing a caregiver deflating the first and second inflatable elements;

[0041] Fig. 30 is a front perspective view similar to Fig. 29 showing the first and second inflatable elements completely deflated;

[0042] Fig. 31 is a front perspective view similar to Fig. 30 showing inner edges of the first and second inflatable elements folded outwardly away from one another; [0043] Fig. 32 is a front perspective view similar to Fig. 31 showing outer edges of the first and second inflatable elements folded inwardly over the inner edges of the first and second inflatable elements;

[0044] Fig. 33 is a front perspective view similar to Fig. 32 showing bottom edges of the first and second inflatable elements folded upwardly over the inner and outer edges of the first and second inflatable elements; and

[0045] Fig. 34 is a front perspective view showing the first and second inflatable elements contained within the first and second shoulder straps in the compact-storage shape.

DETAILED DESCRIPTION

[0046] A passenger restraint 10 in accordance with the present disclosure includes a seat

12, a base 14, and a head-cushion system 16 as suggested in Figs. 1 and 2. Head-cushion system 16 includes an impact detection system 18, an inflation system 20, and an airbag system 22. Impact detection system 18 is shown in Figs. 4-11. Inflation system 20 is shown in Figs. 12-21. Airbag system 22 is shown in Figs. 22-34. Head-cushion system 16 is configured to activate in response to impact forces being applied to seat 12 during a collision event to reduce the effect of the impact forces on the passenger.

[0047] Seat 12 included in passenger restraint 10 is configured to support a passenger 31 within a vehicle and includes a seat bottom 13 and a seat back 15 as shown in Figs. 1 and 2. Base 14 is coupled to seat 12 and is positioned on top of a vehicle support 11 to support seat 12 thereon. Head-cushion system 16 is coupled to seat 12 and is configured to activate in response to impact forces being applied to seat 12 during a shock event, sometimes called a collision event, to reduce the effect of the impact forces on passenger 31.

[0048] Head-cushion system 16 includes impact detection system 18, inflation system

20, and airbag system 22 as shown in Fig. 2. Impact detection system 18 detects exposure of seat 12 to accelerations which satisfy a predetermined condition. As a result, impact detection system 18 activates inflation system 20 to inflate airbag system 22 and cushion the head of passenger 31. Airbag system 22 inflates to minimize the forces acting on passenger 31 due to deceleration in the case of exposure of the seat 12 to the impact forces such as, for example, during a collision event.

[0049] Seat 12 further includes a passenger-restraint harness 17 as suggested in Figs. 1 and 2. Passenger-restraint harness 17 is configured to minimize relative movement between passenger 31 and seat 12. Passenger-restraint harness 17 stores airbag system 22 in a compact- storage shape until accelerations in excess of a predetermined level are detected by impact detection system 18. If impact detection system 18 activates inflation system 20, airbag system 22 expands out of passenger-restraint harness 17 into a relatively larger expanded-use shape as shown in Fig. 2.

[0050] In one example, impact detection system 18 is in sleep mode 24 (i.e. deactivated) in certain conditions as suggested in Figs. 4 and 5. However, if predetermined conditions of seat 12 are satisfied, impact detection system 18 awakens into active mode 26. The predetermine conditions include exposure of seat 12 to accelerations greater than a first predetermined level. In active mode 26, impact detection system 18 is configured to generate a trigger signal to activate inflation system 20 if seat 12 is exposed to accelerations greater than a second predetermined level for a specified period of time as suggested in Fig. 7.

[0051] Impact detection system 18 allows for relatively low power consumption in sleep mode 24. For example, if only one ISOFIX connector, also called an anchor 21, is coupled or no ISOFIX connectors or anchors 21 are coupled to the vehicle, then impact detection system 18 does not awaken and conserves power as suggested in Fig. 5. Impact detection system 18 changes to active mode 26 in response to the predetermined conditions being met, for example, when seat 12 is exposed to impact accelerations greater than the first predetermined level.

[0052] Inflation system 20 is configured to change airbag system 22 from the compact- storage shape shown in Figs. 1 and 22 to the relatively larger expanded-use shape shown in Figs. 2 and 24 in response to receiving the trigger signal to initiate an inflation system sequence 28 upon detection of a collision of sufficient magnitude. During a collision, passenger-restraint harness 17 releases airbag system 22 as airbag system 22 changes from the compact-storage shape to the expanded-use shape to cushion the head of the passenger.

[0053] Impact detection system 18 includes a circuit board 23 as shown in Figs. 3 and 9.

Circuit board 23, also called printed circuit board 23, is arranged in seat 12 in close proximity to anchors 21 as suggested in Figs. 9 and 10. Printed circuit board 23 includes a connector 25 and at least one sensor 27. Connector 25 is configured to transmit the trigger signal from impact detection system 18 to inflation system 20. Illustratively, sensor 27 is an accelerometer positioned on printed circuit board 23 or on or near anchors 21. Sensor 27 sends a signal to printed circuit board 23 whenever an impact force or shock event is detected. Printed circuit board 23 is configured to control the operation of sleep mode 24, active mode 26, and inflation system sequence 28 based on the signals received from sensor 27.

[0054] A process of sleep mode 24 is shown in Fig. 5. An impact force is detected at a step 202. Impact detection system 18 determines if at least one anchor 21 is secured to the vehicle support 11 at a step 204. If an anchor 21 is not attached to vehicle support 11, impact detection system 18 remains asleep. If an anchor 21 is attached to vehicle support 11, impact detection system 18 determines if the first predetermined level is met at a step 206. In one example, if the impact acceleration is greater than about 2 g-force of deceleration, impact detection system 18 wakes-up and goes into active mode 26.

[0055] A process of active mode 26 is shown in Fig. 6. In active mode 26, impact detection system 18 determines if the impact acceleration is greater than the second

predetermined level at a step 302. In one example, the second predetermined level is met if the impact acceleration is greater than about 3 g-force of deceleration for a cumulative period of time of about 6 milliseconds and if the impact force reaches a peak of about 5 g-force deceleration. If the second predetermined level is met, impact detection system then determines if both anchors 21 are coupled to vehicle support 11 at a step 304. If both anchors 21 are coupled to vehicle support 11 , the trigger signal is sent to inflation system 20 by way of connector 25 and inflation system sequence 28 is initiated to inflate airbag system 22.

[0056] A process included in inflation system sequence 28 is shown in Fig. 7. Inflation system sequence 28 is configured to initiate and inflate airbag system 22 after receiving the trigger signal from impact detection system 18. Inflation system 20 ignites at a step 402. The ignition of inflation system 20 causes a pin 40 to impact a canister 34 containing pressurized fluid at a step 404. The impact of pin 40 on canister 34 releases the pressurized fluid into inflation ducts of inflation system 20 at a step 406. The inflation ducts guide the pressurized fluid to airbag system 22 where airbag system 22 fully inflates to change from the compact- storage shape to the expanded-use shape at a step 408.

[0057] Impact detection system 18, inflation system 20, and airbag system 22 cooperate to detect a collision and deploy airbag system 22 from the compact-storage shape to the relatively larger expanded-use shape to cushion the head of a passenger within about 80 milliseconds after the collision as suggested in Fig. 8. Impact detection system 18 is configured to detect the collision and send the trigger signal within about 20 milliseconds. Inflation system 20 is configured to complete inflation system sequence 28 within about 50 milliseconds after the collision. Airbag system 22 is configured to absorb the head of passenger 31 and mitigate any deceleration forces within about 80 milliseconds after the collision.

[0058] Inflation system 20 includes an airbag trigger system 30 and a ductwork 32 in fluid communication with the airbag trigger system 30 as shown in Fig. 12. The airbag trigger system 30 is configured to initiate inflation system sequence and discharge the pressurized fluid in response to receiving the trigger signal from impact detection system 18. Ductwork 32 is configured to conduct the pressurized fluid from airbag trigger system 30 to airbag system 22 to cause airbag system 22 to change from the compact-storage shape to the expanded-use shape.

[0059] Airbag trigger system 30 is positioned within seat back 15 of seat 12. Airbag trigger system 30 includes canister 34 of pressurized fluid, a fluid-release actuator 36, and an ignitor 38 coupled to fluid-release actuator 36 and connector 25 of impact detection system 18 as shown in Figs. 12 and 14. Canister 34 stores the pressurized fluid until inflation system sequence is activated. Fluid-release actuator 36 is configured to propel pin 40 toward canister 34 to open canister 34 and release the pressurized fluid into ductwork 32. Ignitor 38 includes a pyrotechnic ignitor and is configured to activate fluid-release actuator 36 in response to receiving the trigger signal from impact detection system 18.

[0060] Fluid-release actuator 36 is coupled to inflation system 20 in seat back 15 of seat

12. Fluid-release actuator 36 includes the pin 40, an actuator housing 42, and a biasing member 44 as shown in Fig. 14. Actuator housing 42 is formed to include a passageway 43 sized and shaped to receive pin 40 and biasing member 44. Pin 40 is configured to translate or slide within actuator housing 42 during inflation system sequence 28 and impacts canister 34 following ignition of ignitor 38. Biasing member 44 is positioned between canister 34 and pin 40 and urges pin 40 away from canister 34 until inflation system sequence 28 is activated. A nut 39 and a washer 41 are configured to couple ignitor 38 to fluid-release actuator 36 and fluid- release actuator 36 to inflation ductwork 32 as shown in Fig. 13 and suggested in Fig. 14.

[0061] Actuator housing 42 includes a first end 74, a second end 76 spaced apart from the first end 74, and passageway 43 that extends between first and second ends 74, 76 as shown in Figs. 15-17. Actuator housing 42 is formed to include a first opening 45 that opens into first end 74, a second opening 47 that opens into second end 76, and a third opening 49 located between first and second openings 45, 47. Ignitor 38 extends into first opening 45 and engages pin 40. Canister 34 extends into second opening 47 and faces toward pin 40. Third opening 49 opens toward ductwork 32 and fluidly connects actuator housing 42 with ductwork 32 so that actuator housing may conduct the pressurized fluid from airbag trigger system 30 to ductwork 32.

[0062] Pin 40 includes a pin body 46 and a probe tip 48 coupled to pin body 46 as shown in Fig. 15. Pin body 46 is formed to include a pin cavity 46S sized to receive ignitor 38. Probe tip 48 includes a first surface 1 14 and a second surface 116 that converge and meet at a point such that probe tip 48 has a relatively sharp end 50 extending toward canister 34. When ignitor 38 receives the trigger signal from impact detection system 18, ignitor 38 combusts to propel pin 40 toward canister 34 and compress biasing member 44 so that probe tip 48 impacts and punctures canister 34 as shown in Fig. 16. The pressurized fluid stored in canister 34 is then released and pushes pin 40 back toward first opening 45 as shown in Fig. 17. The pressurized fluid then flows through third opening 49 toward ductwork 32.

[0063] Ductwork 32 is formed to include an internal cavity 33 that conducts the pressurized fluid from canister 34 to airbag system 22 as suggested in Fig. 18 and causes the airbag system 22 to expand to the expanded-use shape as shown in Fig. 19. Ductwork 32 includes an actuator mount 52, a manifold 54, and a ductwork support 56. Actuator mount 52 couples airbag trigger system 30 to inflation system 20. Manifold 54 is shaped to define at least a portion of internal cavity 33. Ductwork support 56 mounts inflation system 20 to seat 12 within seat back 15 of seat 12.

[0064] Actuator mount 52 is formed to include an actuator-receiving space 52 S as shown in Fig. 20. Actuator-receiving space 52S is configured to receive fluid-release actuator 36 as shown in Fig. 18. Actuator mount 52 is also formed to include an opening that is aligned with the third opening 49 formed in actuator housing 42. The pressurized fluid from canister 34 flows through third opening 49 and the opening formed in actuator mount 52 into internal cavity 33 defined by manifold 54.

[0065] Manifold 54 is sized and shaped to evenly distribute the pressurized fluid from canister 34 to airbag system 22. Manifold 54 includes a main body 58 coupled to actuator mount 52, a first arm 60, and a second arm 62 as shown in Figs. 20 and 21. Main body 58 extends upwardly along seat back 15 from actuator mount 52 to the first and second arms 60, 62. First arm 60 is spaced apart from second arm 62. First and second arms 60, 62 extend generally perpendicular to main body 58 and seat back 15.

[0066] First arm 60 is formed to include a first-arm cavity 61 and second arm 62 is formed to include a second-arm cavity 63 as shown in Fig. 21. First-arm cavity 61 conducts the pressurized fluid from internal cavity 33 to a first inflatable element 35 of airbag system 22. Second-arm cavity 63 conducts the pressurized fluid from internal cavity 33 to a second inflatable element 37 of airbag system 22.

[0067] Ductwork support 56 is configured to couple inflation system 20 to seat back 15 of seat 12 and aligns ductwork 32 with airbag system 22. Ductwork support 56 includes a first hanger 64 coupled to the first arm 60 and a second hanger 66 coupled to the second arm 62 as shown in Figs. 20 and 21. First hanger 64 defines a first aperture 96 and second hanger 66 defmes a second aperture 98. A member 95 included in seat back 15 extends through first and second apertures 96, 98 to couple ductwork support 56 to seat back 15.

[0068] First and second hangers 64, 66 are mounted to seat back 15 of seat 12 as shown in Fig. 18. In one example, first and second hangers 64, 66 are movable, up and down, along seat back 15 to accommodate passengers of different sizes. In such an embodiment, hangers 64, 66 may be coupled to a support beam 65 that can be moved along a plurality of steps 67 as shown in Fig. 12. Alternatively, hangers 64, 66 may be coupled to vertical support members 69 for sliding or translating movement as shown in Fig. 18.

[0069] Inflation system 20 is movable relative to seat back 15 of seat 12 with passenger- restraint harness 17. In one example, inflation system 20 adjusts vertically up and down with a headrest 19. In another example, inflation system 20 adjusts independently of headrest 19.

[0070] Airbag system 22 changes from the compact-storage shape to the relatively larger expanded-use shape in response to receiving the pressurized fluid from inflation system 20 as shown in Figs. 22-24. Airbag system 22 includes first inflatable element 35, second inflatable element 37, and an airbag clip 51. First inflatable element 35 is substantially similar to second inflatable element 37. As such, although only second inflatable element 37 is described below, the description of second inflatable element 37 is incorporated herein by reference for first inflatable element 35.

[0071] Second inflatable element 37 includes a shoulder portion 70 and a cushion portion 72 as shown in Figs. 25 and 26. Shoulder portion 70 is configured to engage second arm 62 of manifold 54. Cushion portion 72 is configured to provide a surface to cushion the assenger's head during a collision. Cushion portion 72 has a lobed area to maximize a cushion surface-area that receives the head of the passenger and absorbs the impact forces.

[0072] Second inflatable element 37 extends between a first end and a second end thereof and includes an outer sheet 118, an inner sheet 120 opposite outer sheet 118, and a lower sheet 122 as shown in Figs. 25 and 26. Edges 124, 126 of outer sheet 118 and inner sheet 120 are coupled together at the first end of second inflatable element 37 to form shoulder portion 70. Edges 128 of inner sheet 120 and are coupled to edges 124, 126 of outer and inner sheets 118, 120 at the second end of the second inflatable element 37 to allow outer sheet 118 to extend away from inner sheet 120 at an angle at the second end and form cushion portion 72.

[0073] Passenger-restraint harness 17 is configured to release airbag system 22 in response to the pressurized fluid inflating the first and second inflatable elements 35, 37 as shown in Figs. 22-24. Passenger-restraint harness 17 includes a first shoulder strap 53, a second shoulder strap 55, and a crotch strap 57. First shoulder strap 53 includes a cover 80 and a seam 82. Likewise, second shoulder strap 55 includes a cover 84 and a seam 86. The first and second covers 80, 84 wrap around first and second inflatable elements 35, 37 to store first and second inflatable elements 35, 37 in the compact-storage shape until inflation system sequence 28 is initiated. Both seams 82, 86 secure covers 80, 84 around inflatable elements 35, 37 via attachment means such as, for example, Velcro®, magnets, adhesive, or another suitable method for securing covers 80, 84 around inflatable elements 35, 37.

[0074] Seams 82, 86 are releasable upon inflation of inflatable elements 35, 37 to allow airbag system 22 to expand toward the expanded-use shape as shown in Fig. 24. Seams 82, 84 are arranged along inner edges 88, 90 of first and second shoulder straps 53, 55, respectively. As the pressurized fluid enters inflatable elements 35, 37, seams 82, 86 separate and first and second shoulder straps 53, 55 release the first and second inflatable elements 35, 37 to cushion the head of a passenger in head-receiving space 15S as shown in Fig. 23.

[0075] Inflatable elements 35, 37 are coupled together by airbag clip 51 to retain first inflatable element 35 against second inflatable element 37 as airbag system 22 cushions the head of a passenger. Airbag clip 51 includes a first part 92 and a second part 94 as shown in Figs. 27 and 28. First part 92 is coupled to first inflatable element 35 and is pivotable about a first clip axis 92A relative to first shoulder strap 53. Second part 94 is coupled to second inflatable element 37 and is pivotable about a second clip axis 94A relative to second shoulder strap 55. First part 92 and second part 94 pivot away from one another to unlock passenger -restraint harness 17.

[0076] Head-cushion system 16 is reusable after airbag system 22 is deployed to the expanded-use shape following a collision. Figs. 29-34 illustrate one example of folding the first and second inflatable elements 35, 37 to return them to the compact-storage shape within first and second shoulder straps 53, 55. A caregiver begins by removing all of the fluid from the inflatable elements 35, 37 as shown in Fig. 29 and arranging the inflatable elements substantially flat along shoulder straps 53, 55 as shown in Fig. 30.

[0077] A caregiver then folds inner edges 100, 102 of the first and second inflatable elements 35, 37 outwardly away from one another as shown in Fig. 31. The caregiver then folds outer edges 104, 106 of first and second elements 35, 37 inwardly toward on another so that they cover the folded inner edges 100, 102 as shown in Fig. 32. The caregiver then folds bottom edges 108, 110 of first and second elements 35, 37 upwardly so that they cover the folded inner edges 100, 102 and outer edges 104, 106 as shown in Fig. 33. Finally, covers 80, 84 are assembled and seams 82, 86 are sealed to contain first and second inflatable elements 35, 37 in the shoulder straps 53, 55 as shown in Fig. 34.

[0078] Passenger restraint 10 includes restraint harness 17. In illustrative embodiments, passenger restraint 10 further includes seat 12 adapted to set on a vehicle. Restraint harness 17 includes a first shoulder strap and a second shoulder strap arranged to lie alongside and in spaced-apart relation to the first shoulder strap to provide a neck -receiving space 15S therebetween through which the neck of a passenger 31 extends when the restraint harness 17 is worn by passenger 31 seated on seat 12.

[0079] In illustrative embodiments, inflatable head-cushion system 16 is coupled to restraint harness 17. System 16 includes first inflatable element 35 linked to the first shoulder strap and second inflatable element 37 linked to the second shoulder strap. Each of the first and second inflatable elements 35, 37 can be activated using a pressurized fluid to change from a compact storage shape to a relatively larger expanded use shape in response to one or more detected predetermined conditions associated with the head-cushion system 16. During such a shape change, each of the first and second inflatable elements 35, 37 is deployed on its companion shoulder strap 53, 55 to cushion the head of passenger 31 seated on seat 12 and restrained by restraint harness 17.

[0080] In illustrative embodiments, head-cushion system 16 further includes inflation means 20 for activating first and second inflatable elements 35, 37 using the pressurized fluid to assume the relatively larger expanded use shapes in response to establishment of at least one predetermined car seat conditions associated with restraint harness 17 and/or seat 12. In one embodiment, the pressurized fluid comprises carbon dioxide. The pressurized fluid is stored in container 34 located in a seat back of the seat 12.

[0081] An inflatable head-cushion system 16 in accordance with the present disclosure comprises a CO2 cartridge 34 and an airbag trigger system integrated into seat back 15 of seat 12. Airbag trigger system 18, 20 detects exposure of seat 12 to an external impact in excess of a predetermined level in a few milliseconds and inflates two air bags 35, 37 in the shoulder pads of restraint harness 17 associated with seat 12 within about 50 milliseconds to cushion the head of passenger 31 seated in seat 12 and wearing restraint harness 17. Inflated air bags 35, 37 function to minimize forces acting on the neck of the seated and restrained passenger 31 and also minimize deceleration values on the head in the case of exposure of the forward facing seat 12 to frontal external forces as well as side impact and rear impact forces. [0082] In accordance with the present disclosure, the airbag trigger system 18, 20 is OFF

(i.e. deactivated) in certain conditions so that airbags 35, 37 cannot be deployed. For example, if only one ISOFIX connector is coupled or no ISOFIX connectors are coupled, then airbags 35, 37 cannot be deployed.

[0083] Impact detection system 18, 20 in accordance with the present disclosure is provided in head-cushion system 16 to detect exposure of seat 12 to front impact, side impact, and rear impact external forces within, for example, 20 milliseconds. In an illustrative embodiment, the ISOFIX connectors transfer a deceleration signal from the vehicle carrying seat 12 to seat 12 itself. A printed circuit board 23 is attached in a secure and stationary position on seat 12 in close proximity to the ISOFIX connectors. Accelerometer 27 on printed circuit board 23 detects the deceleration signal. If the impact detected is less than about 2G, then

accelerometer 27 does not wake -up the electronic activation system included in the head- cushion system 16 to allow very low energy consumption.

[0084] Airbag triggering system 18, 20 in accordance with the present disclosure is provided in head-cushion system 16 to cause airbags 35, 37 to inflate and change from compact storage shapes to relatively larger expanded use shapes. If the external impact detected by impact detection system 18, 20 is greater than 2G, then the electronic activation system is awakened and a calculator checks to see if the signal is part of a predetermined list of signals and, if it is, then an electrical pulse is sent to a pyrotechnic charge 38. Pyrotechnic charge 38 is activated to propel a pin device 40 that opens CO2 gas cartridge 34. The CO2 gas, under pressure, pushes back pin device 40, to enter a pressurized fluid generator that generates a pressurized fluid to inflate airbags 35, 37 so that at about 50 milliseconds after impact two inflatable elements 35, 37 are fully inflated and at about 80 milliseconds the head of the seated and restrained passenger 31 is in maximum excursion and fully amortized.

[0085] Passenger restraint 10 includes means 18 for detecting an accident situation and delivering an activation signal to activate inflation means 22 (e.g. inflatable airbags) as suggested in Figs. 3-11. The activation signal is delivered based on specific analysis of an acceleration in some embodiments. The activation signal is generated if at least two conditions are met. The conditions include the acceleration is greater than a first threshold value during a first time interval and the second acceleration is greater than a second threshold value during a second time interval. The combination of thresholds allow for detecting real accident situation while reducing or preventing undesired activation of the means 22 when seat 12 is facing a brief shock that is not due to an accident situation. [0086] The second threshold value is greater than the first threshold value. The second time interval is shorter than the first time interval. The second time interval is included in the first time interval.

[0087] In one example, the first threshold value is between about 3 g-force and about 15 g-force. In another example, the first threshold value is between about 2 g-force and about 15 g- force. In another example, the first threshold value is about 2 g-force. In one example, the first time interval is between about 3 and 20 milliseconds.

[0088] In one example, the second threshold is between about 3 g-force and about 20 g- force. In another example, the second threshold is between about 5 g-force and about 20 g- force. In one example the second time interval is between about 0.5 and about 5 milliseconds. In another example the second time interval is greater than about 6 milliseconds. In one example, the second threshold value is about 3 g-force deceleration and the second time interval is at least 6 milliseconds.

[0089] In one embodiment, the detection means 18 includes at least one electronic accelerometer 27 and one microcontroller. Passenger restraint 10 includes power supply means combining at least one battery and at least one capacitor. Passenger restraint 10 includes a first capacitor. The first capacitor is mounted between a lock sensor of an ISOFIX attaching clip and said microcontroller so as to compensate for a possible micro-outage of the signal delivered by said lock sensor. Passenger restraint 10 includes a second capacitor. The second capacitor supplies energy for activation of at least one pyrotechnic charge 38. In some embodiments, the detection means 18 is powered if at least one of the following conditions are true: ISOFIX clips are locked, or the buckle of the car seat is closed, or the presence of passenger 31 is detected.

[0090] A gas generator 20 for one or more airbags includes a pin 40 that can be moved from an initial position to an open position toward a closure element 34 by combustion gases generated by a pyrotechnic charge 38 as suggested in Figs. 14-17. The pin 40 may be brought back to the initial position, once the closure element 34 is pierced, by a pressurized gas contained in the tank 34. The pressurized gas escaping from the tank 34 is directed to a gas discharge opening 49. The gas generator 20 is adapted to be placed in seat 12.

[0091] In one example, the gas generator 20 includes at least one pyrotechnic charge 28 and means for activating the charge under a predetermined condition, a tank 34 containing the pressurized gas having an opening closed by a closure element, and a gas discharge opening 49 communicating with at least one airbag 35, 37 as suggested in Figs. 13 and 14. The gas generator 20 further includes a pin 40 located in a housing 42 into which the gas discharging opening 49 opens and which can be moved in a first step, when the predetermined condition is satisfied, by the combustion gases generated by the pyrotechnic charge 38 toward the closure element from the initial position to an open position, so as to break through the closure element via piercing means 48 carried by said pin 40. The pin 40 can be brought back once the closure element is pierced, by the pressurized gas contained in the tank, toward the initial position, the pressurized gas escaping from the tank being directed to the gas discharging opening 49.

[0092] In the initial position, the pin 40 is located on a side of the gas discharge opening

49 and the tank opening is located on the other side of the gas discharge opening 49 as shown in Fig. 15. The piercing means 48 is surrounded by a shoulder designed to abut against the periphery of the opening of the tank 34 and the piercing means being dimensioned to penetrate at least partially into the opening of the tank 34.

[0093] The pyrotechnic charge is disposed at least partially in a body 46 of the pin 40 as shown in Fig. 15. The body 46 is opened on the rear face of the pin 40 and the piercing means 48 is located on the opposite front side of the pin 40. When the shoulder abuts against the periphery of the tank opening, the rear face of the pin 40 is located opposite to the gas discharging opening 49 so as to define a combustion gas passage toward the gas discharging opening 49.

[0094] In some embodiments, the longitudinal axis of the gas discharging opening is generally included with respect to the axis perpendicular to the longitudinal axis of the housing 42. The piercing means 48 have the shape of an ogive or a beveled shape in some embodiments. Gas generator 20 is housed in the backrest of seat 12, in the side blanks, or in the seat base.

[0095] The following numbered clauses include embodiments that are contemplate and non-limiting:

[0096] Clause 1. A passenger restraint for use in a vehicle, the passenger restraint comprising

[0097] a seat adapted to support a passenger above a floor of a vehicle, the seat including a seat bottom, a seat back arranged to extend upwardly away from the seat bottom, and a passenger-restraint harness coupled to the seat bottom and the seat back and configured to minimize relative movement between the passenger and the seat during a collision.

[0098] Clause 2. The passenger restraint of clause 1, any other clause, or any combination of clauses, further comprising a head-cushion system coupled to the seat and configured to activate in response to acceleration of the seat during a collision to reduce an effect of the acceleration on the passenger, the head-cushion system including an airbag system coupled to the passenger-restraint harness and configured to change shape from a compact- storage shape to a relatively larger expanded-use shape, an impact detection system configured to detect the acceleration of the seat and generate a trigger signal if the acceleration of the seat meets predetermined criteria, and an inflation system configured to activate the airbag system to cause the airbag system to change from the compact-storage shape to the relatively larger expanded use shape in response to receiving the trigger signal to cushion the passenger during the collision.

[0099] Clause 3. The passenger restraint of clause 2, any other clause, or any combination of clauses, wherein the inflation system includes an air-bag trigger system and a ductwork in fluid communication with the air-bag trigger system and the airbag system, the air- bag trigger system is configured to discharge a pressurized fluid in response to receiving the trigger signal, and the ductwork is configured to communicate the pressurized fluid from the air- bag trigger system to the airbag system to cause the airbag system to change from the compact- storage shape to the relatively larger expanded-use shape, the air-bag trigger system includes a canister configured to store the pressurized fluid, a fluid-release actuator configured to open the canister to cause the canister to discharge the pressurized fluid, and an ignitor configured to activate the fluid-release actuator in response to receiving the trigger signal from the impact detection system.

[00100] Clause 4. The passenger restraint of clause 3, any other clause, or any combination of clauses, wherein the fluid-release actuator includes an actuator housing and a pin located in the actuator housing, the actuator housing includes a first end, a second end spaced apart from the first end, and a passageway that extends between the first and second ends of the actuator housing, the ignitor extends into the first end of the actuator housing, the canister extends into the second end of the actuator housing, and the pin is located in the passageway and configured to move away from the first end toward the second end in response to activation of the ignitor to open the canister.

[00101] Clause 5. The passenger restraint of clause 4, any other clause, or any combination of clauses, wherein the actuator housing is formed to include an opening in fluid communication with the passageway and the ductwork and the opening is located between the first end and the second end.

[00102] Clause 6. The passenger restraint of clause 4, any other clause, or any combination of clauses, wherein the fluid-release actuator further includes a bias member located in the passageway formed in the actuator housing, the bias member is located between the pin and the canister, and the bias member is configured to urge the pin away from the canister.

[00103] Clause 7. The passenger restraint of clause 3, any other clause, or any combination of clauses, wherein the fluid-release actuator includes an actuator housing and a pin located in the actuator housing and configured to move toward the canister in response to activation of the ignitor to open the canister, the pin includes a body and a probe tip that extends away from the body toward the canister, and the probe tip includes a first surface and a second surface that converge and meet at a point.

[00104] Clause 8. The passenger restraint of clause 3, any other clause, or any combination of clauses, wherein the fluid-release actuator includes an actuator housing and a pin located in the actuator housing and configured to move toward the canister in response to activation of the ignitor to open the canister, the pin includes a body and a probe tip that extends away from the body toward the canister, the body of the pin is formed to include a pin cavity that opens away from the canister, and the ignitor extends into the pin cavity.

[00105] Clause 9. The passenger restraint of clause 2, any other clause, or any combination of clauses, wherein the inflation system includes an air-bag trigger system configured to discharge a pressurized fluid in response to receiving the trigger signal and a ductwork that includes an actuator mount and a manifold, the actuator mount is arranged around a portion of the air-bag trigger system to couple the ductwork to the air-bag trigger system, and the manifold is in fluid communication with the actuator mount and the airbag system.

[00106] Clause 10. The passenger restraint of clause 9, any other clause, or any combination of clauses, wherein the ductwork is coupled to a back of the seat back arranged to face away from the passenger, the actuator mount is arranged to extend generally parallel with ground underlying the passenger restraint, and the manifold is arranged to extend upwardly away from the actuator mount.

[00107] Clause 11. The passenger restraint of clause 9, any other clause, or any combination of clauses, wherein the airbag system includes a first inflatable element and a second inflatable element, the manifold includes a main body having an internal cavity, a first arm in fluid communication with the internal cavity and the first inflatable element, and a second arm in fluid communication with the internal cavity and the second inflatable element.

[00108] Clause 12. The passenger restraint of clause 1 1, any other clause, or any combination of clauses, wherein the first and second arms are arranged in spaced apart relation relative to one another and are arranged to extend from a back of the seat back, through the seat back, and toward a front of the seat back.

[00109] Clause 13. The passenger restraint of clause 1 1, any other clause, or any combination of clauses, wherein the first and second arms are arranged to extend away from the main body at an angle of about 90 degrees.

[00110] Clause 14. The passenger restraint of clause 9, any other clause, or any combination of clauses, wherein the ductwork further includes a ductwork support coupled to the seat back to couple the ductwork to the seat for movement therewith and the ductwork support is configured to move up and down relative to the seat back with the passenger -restraint harness and the airbag system.

[00111] Clause 15. The passenger restraint of clause 14, any other clause, or any combination of clauses, wherein the ductwork support includes a first support member arranged on a first side of the manifold and a second support member arranged on a second side of the manifold opposite the first side, the first support member is formed to include a first receiving aperture, the second support member is formed to include a second receiving aperture, and the seat back includes a member that extends through the first and second receiving apertures to couple the seat back to the ductwork.

[00112] Clause 16. The passenger restraint of clause 2, any other clause, or any combination of clauses, wherein the airbag system includes a first inflatable element that extends between a first end and a second end thereof and that includes an outer sheet, an inner sheet opposite the outer sheet, and a lower sheet, edges of the outer sheet and the inner sheet are coupled together at the first end of the first inflatable element to form a shoulder portion, edges of the inner sheet are coupled to the edges of the outer and inner sheets at the second end of the first inflatable element to allow the outer sheet to extend away from the inner sheet at an angle at the second end and form a cushion portion.

[00113] Clause 17. The passenger restraint of clause 16, any other clause, or any combination of clauses, wherein the passenger-restraint harness includes a first shoulder strap and a second shoulder strap located in spaced apart relation to the first shoulder strap to form a head-receiving space therebetween, the airbag system further includes a second inflatable element, the first inflatable element is arranged within the first shoulder strap of the passenger- restraint harness, and the second inflatable element is arranged within the second shoulder strap of the passenger-restraint harness. [00114] Clause 18. The passenger restraint of clause 17, any other clause, or any combination of clauses, wherein the airbag system further includes an airbag clip coupled to the first and second inflatable elements, the airbag clip includes a first part coupled to the first inflatable element and a second part coupled to the second inflatable element, the first part and the second part are spaced apart from one another in an unlocked configuration and are arranged to engage one another in a locked configuration in which the first part overlies the second part and couples the first inflatable element to the second inflatable element.

[00115] Clause 19. The passenger restraint of clause 2, any other clause, or any combination of clauses, wherein the impact detection system is configured to change between a sleep mode in which the impact detection system conserves power and an active mode in which the impact detection system is capable of generating the trigger signal and the impact detection system moves from the sleep mode to the active mode in response to the acceleration of the seat being greater than a first threshold value during a first time interval.

[00116] Clause 20. The passenger restraint of clause 19, any other clause, or any combination of clauses, wherein the seat includes two connectors for mounting the seat to the vehicle and the impact detection system moves from the sleep mode to the active mode in response to the acceleration of the seat being greater than the first threshold value during the first time interval and at least one of the two connectors being mounted to the vehicle.

[00117] Clause 21. The passenger restraint of clause 19, any other clause, or any combination of clauses, wherein the first threshold value is between about 2 g-force and about 15 g-force

[00118] Clause 22. The passenger restraint of clause 21, any other clause, or any combination of clauses, wherein the first threshold value is about 2 g-force.

[00119] Clause 23. The passenger restraint of clause 22, any other clause, or any combination of clauses, wherein the first time interval is between about 3 and 20 milliseconds.

[00120] Clause 24. The passenger restraint of clause 19, any other clause, or any combination of clauses, wherein the impact detection system generates the trigger signal in response to the acceleration of the seat being greater than a second threshold value during a second time interval.

[00121] Clause 25. The passenger restraint of clause 24, any other clause, or any combination of clauses, wherein the second threshold value is greater than the first threshold value. [00122] Clause 26. The passenger restraint of clause 25, any other clause, or any combination of clauses, wherein the second time interval is less than the first time interval.

[00123] Clause 27. The passenger restraint of clause 26, any other clause, or any combination of clauses, wherein the second time interval is included in the first time interval.

[00124] Clause 28. The passenger restraint of clause 24, any other clause, or any combination of clauses, wherein the second threshold value is between about 5 g-force and about 20 g-force.

[00125] Clause 29. The passenger restraint of clause 28, any other clause, or any combination of clauses, wherein the second time interval is between about 0.5 and 5 milliseconds.

[00126] Clause 30. The passenger restraint of clause 24, any other clause, or any combination of clauses, wherein the second threshold value is about 3 g-force deceleration and the second time interval is at least 6 milliseconds.

[00127] Clause 31. The passenger restraint of clause 2, any other clause, or any combination of clauses, wherein the passenger-restraint harness includes a first shoulder strap and a second shoulder strap located in spaced apart relation to the first shoulder strap and the airbag system includes a first inflatable element arranged in the first shoulder strap and a second inflatable element arranged in the second shoulder strap, the inflation system is positioned on a back side of the seat back, the first and second shoulder straps are located on a front side of the seat back, and the inflation system extends through the seat back and couples to the first and second inflatable elements.

[00128] Clause 32. The passenger restraint of clause 31, any other clause, or any combination of clauses, wherein the first and second shoulder straps are configured to move up and down relative to the seat bottom and the inflation system is configured to move up and down with the first and second shoulder straps.

[00129] Clause 33. The passenger restraint of clause 31, any other clause, or any combination of clauses, wherein the inflation system includes an air-bag trigger system configured to discharge selectively a pressurized fluid and a ductwork that extends through the seat back and the ductwork is coupled to the air-bag trigger system and the first and second inflatable elements.

[00130] Clause 34. The passenger restraint of clause 33, any other clause, or any combination of clauses, wherein the ductwork includes an actuator mount and a manifold, the actuator mount is arranged around a portion of the air-bag trigger system, the manifold includes a main body, a first arm, and a second arm, the main body is coupled to the back side of the seat back, the first arm extends through the seat back to couple fluidly the main body and the first inflatable element, and the second arm extends through the seat back to couple fluidly the main body and the second inflatable element.

[00131] Clause 35. The passenger restraint of clause 33, any other clause, or any combination of clauses, wherein the air-bag trigger system includes a canister configured to store the pressurized fluid, a fluid-release actuator configured to open the canister to cause the canister to discharge the pressurized fluid, and an ignitor configured to activate the fluid-release actuator in response to receiving the trigger signal from the impact detection system.

[00132] Clause 36. The passenger restraint of clause 35, any other clause, or any combination of clauses, wherein the air-bag trigger system is positioned on a back side of the seat back and the impact detection system includes a circuit board having an accelerometer coupled to the seat bottom and an electrical connector that extends between the circuit board and the ignitor included in the air-bag trigger system.

[00133] Clause 37. The passenger restraint of clause 2, any other clause, or any combination of clauses, wherein the impact detection system includes a circuit board having an accelerometer coupled to the seat bottom and an electrical connector that extends between the circuit board and the inflation system.

[00134] Clause 38. The passenger restraint of clause 37, any other clause, or any combination of clauses, wherein the inflation system includes an air-bag trigger system and a ductwork in fluid communication with the air-bag trigger system and the airbag system, the air- bag trigger system includes a canister configured to store pressurized fluid, a fluid-release actuator configured to open the canister to cause the canister to discharge the pressurized fluid, and an ignitor configured to activate the fluid-release actuator in response to receiving the trigger signal from the impact detection system.

[00135] Clause 39. The passenger restraint of clause 38, any other clause, or any combination of clauses, wherein the air-bag trigger system is located on a back side of the seat back and the electrical connector included in the impact detection system extends between the circuit board and the ignitor.

[00136] Clause 40. The passenger restraint of clause 38, any other clause, or any combination of clauses, wherein the passenger-restraint harness includes a first shoulder strap and a second shoulder strap located in spaced apart relation to the first shoulder strap and the airbag system further includes a first inflatable element arranged in the first shoulder strap and a second inflatable element arranged in the second shoulder strap, the first and second shoulder straps are located on a front side of the seat back, the ductwork is positioned on a back side of the seat back, and the ductwork extends through the seat back and couples to the first and second inflatable elements.