U.S. patent application number 11/665690 was filed with the patent office on 2007-12-20 for vehicle safety seat.
This patent application is currently assigned to INDIANA MILLS & MANUFACTURING, INC.. Invention is credited to Douglas W. Bittner, James R. Chinni, Chris P. Jessup, Marius Magdun, Jeffery W. Meredith, David D. Merrick.
Application Number | 20070290535 11/665690 |
Document ID | / |
Family ID | 36203672 |
Filed Date | 2007-12-20 |
United States Patent
Application |
20070290535 |
Kind Code |
A1 |
Meredith; Jeffery W. ; et
al. |
December 20, 2007 |
Vehicle Safety Seat
Abstract
A vehicle safety seat may comprise, among other things, a
vehicle seat having a seat base configured to be mounted to a
support surface of a motor vehicle, and a roll sensor mounted to
the seat base. The vehicle seat may be a suspension seat. The
vehicle seat may have other sensors, event detection systems or the
like mounted thereto. The vehicle seat may include a number of
vehicle/occupant safety mechanisms integral therewith.
Inventors: |
Meredith; Jeffery W.;
(Noblesville, IN) ; Chinni; James R.;
(Noblesville, IN) ; Magdun; Marius; (Cicero,
IN) ; Jessup; Chris P.; (Sheridan, IN) ;
Bittner; Douglas W.; (Indianapolis, IN) ; Merrick;
David D.; (Rochester, IN) |
Correspondence
Address: |
BARNES & THORNBURG LLP
11 SOUTH MERIDIAN
INDIANAPOLIS
IN
46204
US
|
Assignee: |
INDIANA MILLS & MANUFACTURING,
INC.
1881 U.S. 31 NORTH P.O. BOX 408
WESTFIELD
IN
46074-0408
|
Family ID: |
36203672 |
Appl. No.: |
11/665690 |
Filed: |
October 19, 2005 |
PCT Filed: |
October 19, 2005 |
PCT NO: |
PCT/US05/37535 |
371 Date: |
April 18, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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60620407 |
Oct 19, 2004 |
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60645298 |
Jan 20, 2005 |
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60672339 |
Apr 18, 2005 |
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Current U.S.
Class: |
297/217.1 ;
280/735; 297/480; 340/438 |
Current CPC
Class: |
B60N 2/507 20130101;
B60R 2022/027 20130101; B60R 22/1955 20130101; B60R 2021/01272
20130101; B60N 2/42736 20130101; B60R 21/013 20130101; B60R 21/207
20130101; B60R 22/1952 20130101; B60R 2021/0018 20130101; B60N
2/4279 20130101; B60R 21/23138 20130101; B60N 2/501 20130101; B60R
2021/23107 20130101; B60R 21/23184 20130101 |
Class at
Publication: |
297/217.1 ;
280/735; 297/480; 340/438 |
International
Class: |
B60N 2/44 20060101
B60N002/44; A62B 35/00 20060101 A62B035/00; B60R 21/16 20060101
B60R021/16 |
Claims
1-129. (canceled)
130. A vehicle safety seat comprising: a vehicle seat mounted
within a motor vehicle, a restraint harness configured to restrain
movement of an occupant of the vehicle seat relative to the vehicle
seat, a restraint harness actuator connected to the restraint
harness, a collision alert system configured to produce a collision
alert signal indicative of an impending collision with an object,
and a first decision-making circuit responsive to the collision
alert signal to control the restraint harness actuator to move the
restraint harness in a manner that provides the occupant with a
tactile indicator of the impending collision with the object.
131. The vehicle safety seat of claim 130 wherein the vehicle seat
is a suspension seat coupled to a seat base that is mounted to a
support surface of the vehicle.
132. The vehicle safety seat of claim 131 wherein the restraint
harness actuator is mounted to the seat base.
133. The vehicle safety seat of claim 132 wherein the first
decision-making circuit is responsive to the collision alert signal
to control the restraint harness actuator to tighten the restraint
harness about the occupant.
134. The vehicle safety seat of claim 132 further comprising: a
roll sensor module mounted to the seat base, the roll sensor module
including a roll sensor configured to produce a roll signal upon
detection of a vehicle roll over event, and a second
decision-making circuit responsive to the roll signal to control
the restraint harness actuator to pull the suspension seat toward
the seat base.
135. The vehicle safety seat of claim 134 further comprising: an
impact sensor module mounted to the seat base, the impact sensor
module including an impact sensor configured to produce an impact
signal upon detection of an impact of the vehicle of sufficient
severity, and a third decision-making circuit responsive to the
impact signal to control the restraint harness actuator to pull the
suspension seat toward the seat base.
136. The vehicle safety seat of claim 134 further including an
inflatable restraint carried within the vehicle seat, and wherein
the second decision-making circuit is responsive to the roll signal
to control the restraint harness actuator to deploy the inflatable
restraint.
137. The vehicle safety seat of claim 134 further comprising: at
least one electrical connector configured to be electrically
connected to the roll sensor module, and at least one attachment
member for mounting the roll sensor module to the seat base,
wherein the at least one electrical connector blocks access to the
at least one attachment member when the at least one electrical
connector is electrically connected to the roll sensor module, the
at least one attachment member being accessible to allow detaching
of the roll sensor module from the seat base only if the at least
one electrical connector is electrically disconnected from the roll
sensor module.
138. The vehicle safety seat of claim 134 further comprising: a
number of attachment members securing the seat base to a support
surface of the motor vehicle, an electrical connector configured to
be electrically connected to the roll sensor, and a safety member
normally inhibiting access to at least one of the number of
attachment members, the electrical connector inhibiting one of
access to the safety member and movement of the safety member
relative to the electrical connector and relative to the seat base
when electrically connected to the roll sensor.
139. The vehicle safety seat of claim 134 further comprising a
vehicle seat mounting plate having a bottom plate member configured
to be mounted to a support surface of any of a number of different
vehicles and a top plate configured to be attached to the seat base
and to the bottom plate member to thereby mount the seat base to
the support surface of the vehicle.
140. The vehicle safety seat of claim 139 further comprising: at
least one electrical wire that is electrically connected to the
roll sensor and that is required for operation of the roll sensor,
and a contact switch mounted to one of the top and the bottom plate
members, the contact switch being closed by the other of the top
and bottom plate members when contacted thereby, and the contact
switch being opened when the top and bottom plate members are moved
sufficiently away from each other, wherein the contact switch is
interposed in-line with the at least one electrical wire such that
the roll sensor is operable when the contact switch is closed and
the roll sensor is inoperable when the contact switch is open.
141. The vehicle safety seat of claim 130 further comprising: an
inflatable restraint carried within the vehicle seat, and a roll
sensor module mounted to the seat, the roll sensor module including
a roll sensor configured to produce a roll signal upon detection of
a vehicle roll over event and a second decision-making circuit
responsive to the roll signal to deploy the inflatable
restraint.
142. The vehicle safety seat of claim 140 further comprising: an
inflatable restraint carried within the vehicle seat, and an impact
sensor module mounted to the seat, the impact sensor module
including an impact sensor configured to produce an impact signal
upon detection of an impact of the vehicle of sufficient severity
and a second decision-making circuit responsive to the impact
signal to deploy the inflatable restraint.
143. The vehicle safety seat of claim 132 wherein the restraint
harness actuator is configured to move the restraint harness via
linear movement relative to the seat base.
144. The vehicle safety seat of claim 132 wherein the restraint
harness actuator is rotatably mounted to the seat base, and wherein
the restraint harness actuator is configured to move the restraint
harness by rotating relative to the seat base.
145. The vehicle safety seat of claim 132 wherein the restraint
harness actuator is configured to move one or more portions of the
restraint harness under control of the first decision-making
circuit.
146. A vehicle safety seat comprising: a seat base mounted within a
motor vehicle, a vehicle seat mounted to a seat base, a restraint
harness actuator mounted to the seat base, the restraint harness
actuator including a first actuator arm coupled to a first
restraint harness mount, a restraint harness secured to the first
restraint harness mount and configured to restrain movement of an
occupant of the vehicle seat relative to the vehicle seat, a
collision alert system configured to produce a collision alert
signal indicative of an impending collision, and a first
decision-making circuit responsive to the collision alert signal to
control the restraint harness actuator in a manner that causes the
first actuator arm to tighten the restraint harness about the
occupant.
147. The vehicle safety seat of claim 146 wherein the restraint
harness actuator includes a second arm coupled to a second
restraint harness mount, and wherein the restraint harness is
secured to the second restraint harness mount, and wherein the
first decision-making circuit is responsive to the collision alert
signal to control the restraint harness actuator in a manner that
causes the second actuator arm to tighten the restraint harness
about the occupant.
148. The vehicle safety seat of claim 146 further comprising a
suspension mechanism positioned between the vehicle seat and the
seat base.
149. A method of alerting an occupant of a vehicle seat mounted
within a motor vehicle to an impending collision, the method
comprising: determining whether a collision of the motor vehicle
with an object is likely to occur, and moving a restraint harness
coupled to the vehicle seat in a manner that provides the occupant
with a tactile indicator of an impending collision with the object
if collision of the motor vehicle with the object is likely to
occur.
Description
CROSS-REFERENCE TO RELATED U.S. PATENT APPLICATION
[0001] This patent application claims priority to and the benefit
of U.S. Provisional Patent Application Ser. No. 60/620,407, filed
Oct. 19, 2004 and entitled VEHICLE SAFETY SEAT, U.S. Provisional
Patent Application Ser. No. 60/645,298, filed Jan. 20, 2005 and
entitled SAFETY SEAT FOR A VEHICLE, and U.S. Provisional Patent
Application Ser. No. 60/672,339, filed Apr. 18, 2005 and entitled
RESETTABLE WEB PRE-TENSIONING DEVICE AND SYSTEM, the disclosures of
which are each incorporated herein by reference.
FIELD OF THE INVENTION
[0002] The present invention relates generally to occupant seats
for motor vehicles, and more specifically to suspension-type
vehicle seats including one or more integrated safety features.
BACKGROUND
[0003] Alert sensors and/or systems are commonplace in motor
vehicles. Such sensors and/or systems are generally operable to
produce one or more signals that are indicative of one or more
vehicle and/or driver safety compromising events. A number of
safety restraint and occupant protection devices and systems can be
triggered by such alert sensors and/or systems, and it is desirable
to integrate one or more such safety restraint and/or occupant
protection devices into a vehicle safety seat generally, and into a
suspension-type vehicle seat in particular.
SUMMARY
[0004] The present invention may comprise one or more of the
features recited in the attached claims, and/or one or more of the
following features and combinations thereof. A vehicle safety seat
may comprise a suspension seat having a seat base configured to be
mounted to a support surface of a motor vehicle, and a roll sensor
mounted to the seat base. The roll sensor may include a signal
output electrically connected to a signal processor. The signal
processor may process a roll sensor signal produced by the roll
sensor at the signal output to determine whether a vehicle roll
over event is occurring.
[0005] The suspension seat may further include an occupant seat
mounted to the seat base by a suspension mechanism. The suspension
seat may further include an actuator responsive to a seat actuation
signal to draw the occupant seat toward the seat base to a locked
position relative to the seat base. The signal processor may be
configured to produce the seat actuation signal when the signal
processor determines that the vehicle roll over event is
occurring.
[0006] In one embodiment, the vehicle safety seat may further
include a number of attachment members for securely mounting the
seat base to the support surface of the vehicle. The vehicle safety
seat may further include an electrical connector configured for
electrical connection to the roll sensor.
[0007] The vehicle safety seat may further include a safety member
inhibiting access to and removal of at least one of the number of
attachment members. The electrical connector may inhibit access to
the safety member when electrically connected to the roll sensor.
The electrical connector may be a voltage supply electrical
connector configured to supply an operating voltage to the roll
sensor. Alternatively the electrical connector may be a signal
connector configured to provide a roll sensor signal produced by
the roll sensor to a signal processor.
[0008] The number of attachment members may include at least a
first bolt configured to extend through the seat base and engage
the support surface of the vehicle. The safety member may include a
second bolt extending into the seat base and over the first bolt,
wherein the second bolt inhibits access to the first bolt when
extended through the seat base and over the first bolt. The seat
base may include an engaging member configured to receive the
second bolt, wherein the second bolt is configured to extend into
the seat base and into engagement with the engaging member. The
roll sensor may be positioned relative to the seat base so that the
electrical connector inhibits access to the second bolt when the
electrical connector is electrically connected to the roll
sensor.
[0009] In one alternative embodiment, the electrical connector may
inhibit movement of the safety member relative to the seat base
when electrically connected to the roll sensor. In this embodiment,
the electrical connector may be or include either of a voltage
supply electrical connector configured to supply an operating
voltage to the roll sensor and a signal connector configured to
provide a roll sensor signal produced by the roll sensor to a
signal processor. The safety member may include a safety plate
mounted to the seat base, and the safety plate may be positioned
relative to the seat base to inhibit access to the first bolt. A
portion of the safety plate may be positioned between the
electrical connector and the roll sensor, wherein the electrical
connector inhibits movement of the safety plate relative to the
seat base when electrically connected to the roll sensor. A sensor
mounting bracket may have the roll sensor mounted thereto, with the
sensor mounting bracket mounted to the seat base via a plurality of
mounting elements. Another portion of the safety plate may extend
over at least one of the plurality of mounting elements to inhibit
access thereto and thereby inhibit removal of the sensor mounting
bracket. The sensor mounting bracket may include at least one
anti-rotation tab extending over a portion of the seat base. The at
least one anti-rotation tab may engage the seat base and prevent
rotation of the sensor mounting bracket relative to the seat base
when enough of the plurality of mounting elements have been removed
to otherwise permit rotation of the sensor mounting bracket
relative to the seat base.
[0010] In another alternative embodiment, the vehicle safety seat
may further include a vehicle seat mounting plate having a bottom
plate member configured to be attached to the support surface of
any of a number of different vehicles and a top plate configured to
be attached to the seat base and to the bottom plate member to
thereby mount the seat base to the support surface of the vehicle.
The vehicle safety seat may further include at least one electrical
wire that is electrically connected to the roll sensor and that is
required for operation of the roll sensor. The vehicle safety seat
may further include a contact switch mounted to one of the top and
the bottom plate members. The contact switch may be closed by the
other of the top and bottom plate members when contacted thereby,
and the contact switch may be opened when the top and bottom plate
members are moved sufficiently away from each other. The contact
switch may be interposed in-line with the at least one electrical
wire such that the roll sensor is operable when the contact switch
is closed and the roll sensor is inoperable when the contact switch
is open. The at least one electrical wire may be one of a ground
wire connecting a voltage supply to the roll sensor and a signal
wire connecting the roll sensor to a signal processor.
[0011] A vehicle safety seat may comprise a vehicle seat for a
motor vehicle, a restraint harness for restraining movement of an
occupant relative to the vehicle seat, and a restraint harness
actuator mounted to the restraint harness. A collision alert system
may produce a collision alert signal indicative of an impending
collision with an object in the path of the motor vehicle. A first
decision-making circuit may be responsive to the collision alert
signal to control the restraint harness actuator to move the
restraint harness and thereby provide the occupant with a tactile
indicator of the impending collision with the object.
[0012] The vehicle seat may be a suspension seat coupled to a seat
base that is mounted to a support surface of the vehicle. The
restraint harness actuator may be mounted to the seat base. The
first decision-making circuit may be responsive to the collision
alert signal to control the restraint harness actuator to tighten
the restraint harness about the occupant.
[0013] The vehicle safety seat may further include a roll sensor
module mounted to the seat base. The roll sensor module may include
a roll sensor producing a roll signal upon detection of a vehicle
roll over event and a second decision-making circuit responsive to
the roll signal to control the restraint harness actuator to pull
the suspension seat toward the seat base. The vehicle safety seat
may further include an impact sensor module mounted to the seat
base. The impact sensor module may include an impact sensor
producing an impact signal upon detection of an impact of the
vehicle of sufficient severity and a third decision-making circuit
responsive to the impact signal to pull the suspension seat toward
the seat base.
[0014] The vehicle safety seat may further including an inflatable
restraint carried within the vehicle seat. The second
decision-making circuit may be responsive to the roll signal to
control the restraint harness actuator to deploy the inflatable
restraint. The vehicle safety seat may further include an impact
sensor module mounted to the seat base. The impact sensor module
may include an impact sensor producing an impact signal upon
detection of an impact of the vehicle of sufficient severity and a
third decision-making circuit responsive to the impact signal to
pull the suspension seat toward the seat base. The third
decision-making circuit may be responsive to the impact signal to
deploy the inflatable restraint.
[0015] The vehicle safety seat may further include a resettable
restraint cushion carried by the vehicle seat. The second
decision-making circuit may be responsive to the roll signal to
control the restraint harness actuator to deploy the resettable
restraint cushion. The vehicle safety seat may further include an
impact sensor module mounted to the seat base, the impact sensor
module including an impact sensor producing an impact signal upon
detection of an impact of the vehicle of sufficient severity and a
third decision-making circuit responsive to the impact signal to
pull the suspension seat toward the seat base. The third
decision-making circuit may be responsive to the impact signal to
deploy the resettable restraint cushion.
[0016] The vehicle safety seat may further include at least one
electrical connector electrically connectable to the roll sensor
module, and at least one attachment member for mounting the roll
sensor module to the seat base. The at least one electrical
connector may block access to the at least one attachment member
when the at least one electrical connector is electrically
connected to the roll sensor module. The at least one attachment
member may be accessible to thereby detach the roll sensor module
from the seat base only if the at least one electrical connector is
electrically disconnected from the roll sensor module.
[0017] The vehicle safety seat may further include an inflatable
restraint carried within the vehicle seat, and a roll sensor module
mounted to the seat base. The roll sensor module may include a roll
sensor producing a roll signal upon detection of a vehicle roll
over event and a second decision-making circuit responsive to the
roll signal to deploy the inflatable restraint.
[0018] The vehicle safety seat may further include a resettable
restraint cushion carried by the vehicle seat, and a roll sensor
module mounted to the seat base. The roll sensor module may include
a roll sensor producing a roll signal upon detection of a vehicle
roll over event and a second decision-making circuit responsive to
the roll signal to deploy the resettable restraint cushion.
[0019] The vehicle safety seat may further include an inflatable
restraint carried within the vehicle seat, and an impact sensor
module mounted to the seat base. The impact sensor module may
include an impact sensor producing an impact signal upon detection
of an impact of the vehicle of sufficient severity and a second
decision-making circuit responsive to the impact signal to deploy
the inflatable restraint.
[0020] The vehicle safety seat may further include an impact sensor
module mounted to the seat base. The impact sensor module may
include an impact sensor producing an impact signal upon detection
of a vehicle impact of sufficient severity and a second
decision-making circuit responsive to the impact signal to control
the restraint harness actuator to pull the suspension seat toward
the seat base.
[0021] A vehicle safety seat may comprise a suspension seat coupled
to a seat base mounted to a support surface of a motor vehicle. A
roll sensor module may be mounted to the seat base. The roll sensor
module may include a roll sensor and a first decision-making
circuit producing a roll signal upon detection by the roll sensor
of a vehicle roll over event. An impact sensor module may be
mounted to the seat base. The impact sensor module may include an
impact sensor and a second decision-making circuit producing an
impact signal upon detection by the impact sensor of an impact of
the vehicle of sufficient severity. A seat actuator may be
responsive to the roll signal or the impact signal to pull the
suspension seat toward the seat base.
[0022] The vehicle safety seat may further include a restraint
harness for restraining an occupant of the suspension seat. The
restraint harness may be mounted to the seat actuator. The seat
actuator may be configured to pull the suspension seat toward the
seat base by pulling the restraint harness toward the seat
base.
[0023] The vehicle safety seat may further include an inflatable
restraint carried within the vehicle seat, and an inflator
responsive to the roll signal or the impact signal to deploy the
inflatable restraint. The inflatable restraint may include a first
inflatable bladder carried within a seat back portion of the
suspension seat. The first inflatable bladder may be configured to
deploy adjacent to one side of the seat back portion about a head
region of the occupant to thereby provide a cushion for one side of
the occupant's head. The inflatable restraint may include a second
inflatable bladder carried within the suspension seat. The second
inflatable bladder may be configured to deploy adjacent to one side
of the vehicle seat. The second inflatable bladder may extend in
its deployed state between a seat back portion of the vehicle seat
and a seat portion of the vehicle seat to thereby provide a
cushioned restraint adjacent to the one side of the vehicle seat.
The first and second inflatable bladders may be integrated into a
single inflatable bladder.
[0024] A vehicle safety seat may comprise a vehicle seat including
a seat portion mounted to a motor vehicle and a seat back portion
extending away from the seat portion. A sensor module may include a
sensor and a decision-making circuit producing an activation signal
upon detection by the sensor of a condition of the motor vehicle.
An inflatable restraint may be carried within the vehicle seat and
responsive to the activation signal to deploy an inflatable bladder
from the vehicle seat. The inflatable bladder may include a first
bladder portion configured to deploy adjacent to one side of the
seat back portion about a head region of an occupant of the vehicle
seat to thereby provide a cushion for one side of the occupant's
head upon impact of the vehicle of sufficient severity. The
inflatable bladder may include a second bladder portion integral
with the first bladder portion and configured to deploy adjacent to
the one side of the vehicle seat upon impact of the vehicle of
sufficient severity, the second bladder portion extending in its
deployed state between the seat back portion of the vehicle seat
and the seat portion of the vehicle seat to thereby provide a
cushioned restraint adjacent to the one side of the vehicle seat.
The sensor module may be a roll sensor module, the sensor is a roll
sensor and the decision-making circuit is configured to produce the
activation signal upon detection by the roll sensor of a vehicle
roll over condition. The sensor module may alternatively be an
impact sensor module, the sensor is an impact sensor and the
decision-making circuit is configured to produce the activation
signal upon detection by the impact sensor of a vehicle impact of
sufficient severity. The vehicle seat may be a suspension seat
coupled to a seat base that is mounted to the support surface of
the vehicle. The sensor module may be mounted to the seat base.
[0025] A vehicle safety seat may comprise a vehicle seat including
a seat portion mounted to a motor vehicle and a seat back portion
extending away from the seat portion. At least one sensor may
produce an occupant signal indicative of whether or not the vehicle
seat is occupied. At least one safety mechanism may be carried by
the vehicle seat. The at least one safety mechanism may be
configured to be activated upon detection of a vehicle safety
related event. A decision making circuit may be configured to
inhibit activation of the at least one safety mechanism if the
occupant signal indicates that the vehicle seat is not occupied.
The vehicle seat may be a suspension seat. The at least one safety
mechanism may include any of a seat pull down mechanism, one or
more inflatable restraints and one or more deployable cushion
restraints.
[0026] A vehicle safety seat may comprise a vehicle seat including
a seat portion mounted to a motor vehicle and a seat back portion
extending away from the seat portion. A vehicle safety event
detection system may be mounted to the vehicle seat and configured
to produce an event signal upon detection of a vehicle safety
related event. A notification system may be mounted to the vehicle
seat. The notification system may be responsive to the event signal
to transmit a notification signal to a remote location.
[0027] The vehicle safety event detection system may include a roll
sensor configured to produce the event signal upon detection of a
vehicle roll over event. Alternatively or additionally, the vehicle
safety event detection system may include an impact sensor
configured to produce the event signal upon detection of a vehicle
impact of sufficient severity. Alternatively or additionally, the
vehicle safety event detection system may include a medical
condition monitor configured to produce the event signal upon
detection of a predefined medical condition of a driver of the
vehicle. The medical condition monitor may be, for example, a blood
alcohol monitor. The blood alcohol monitor may be configured to
produce the event signal upon detection of a blood alcohol content
of the driver that is above a predefined blood alcohol level.
Alternatively or additionally, the vehicle safety event detection
system may include a vehicle operation monitor configured to
produce the event signal upon detection of either of inoperability
and compromised operability of the vehicle.
[0028] The notification system may include a cellular telephone
system configured to transmit the notification signal by placing a
call to the remote location. Alternatively or additionally, the
notification system may include a satellite transmission system
configured to transmit the notification signal via satellite
transmission. Alternatively or additionally, the notification
system may include a global positioning system configured to
determine a geographical location of the vehicle. The event signal,
in this case, may include information relating to the geographical
location of the vehicle.
[0029] A resettable web pre-tensioning device may comprise a
housing, a guide member and a linear actuator. The housing may
define a channel therein. The guide member may have one end
extending into the channel and an opposite end extending out of the
channel and configured to be secured to the web. The linear
actuator may be disposed within the channel and may be mounted to
the one end of the guide member. The linear actuator and guide
member may together be movable along the channel between a web
pre-tensioning position and a web reset position.
[0030] The linear actuator may include a piston assembly. The
device may further comprise a first space defined between the
piston assembly and one end of the channel, and a second space
defined between the piston assembly and an opposite end of the
channel. The piston assembly may be movable between the web
pre-tensioning and web reset positions as a function of pressure
levels within the first and second spaces. The piston assembly may
be responsive to a first set of pressure levels within the first
and second spaces to assume the web reset position relative to the
channel such that the opposite end of the guide member extends a
first distance from the one end of the channel. The piston assembly
may be responsive to a second set of pressure levels within the
first and second spaces to assume the web pre-tensioning position
relative to the channel such that the opposite end of the guide
member extends a second distance, less than the first distance,
from the one end of the channel.
[0031] The piston assembly may comprise a load member secured to
the one end of the guide member, and a locking member associated
with the load member. The load member may cause the locking member
to lock the piston assembly to the housing when sufficient force is
applied to the guide member in a direction away from the channel.
The piston assembly may further comprise a retaining member
positioned over the guide member, and a spring member positioned
between the retaining member and the load member. The load member
may move toward the retaining member and compresses the spring
member against the retaining member when the sufficient force is
applied to the guide member in a direction away from the channel.
The movement of the load member toward the retaining member may
force the locking member into locking engagement between the load
member and the housing. The piston assembly further includes a
piston receiving therein the load member, the locking member and
the spring member with the retaining member engaging an open end of
the piston. The locking member may be positioned between the load
member and the piston. The movement of the load member toward the
retaining member may force the locking member into locking
engagement with the housing with the piston positioned
therebetween. The piston may define a sidewall extending between
the open end of the piston and a closed end of the piston. The load
member may be positioned between the closed end of the piston and
the spring member. The load member may define an outer surface, at
least a portion of which slopes away from the sidewall of the
piston in a direction away from the closed end of the piston. The
movement of the load member toward the retaining member may force
the locking member along the sloped outer surface of the load
member and into locking engagement with the housing with the
sidewall of the piston positioned therebetween. The sidewall of the
piston may define a deformable portion. The movement of the load
member toward the retaining member may force the locking member
along the sloped outer surface of the load member and into
engagement with the deformable portion of the sidewall of the
piston. The locking member may deform the deformable portion of the
sidewall of the piston and lockingly engaging the housing with the
deformable portion of the sidewall of the piston positioned
therebetween. The locking member may comprise a plurality of bead
members at least partially circumscribing the load member.
[0032] Alternatively, the linear actuator may comprise a fluidic
muscle actuator responsive to pressurized air to move to the web
pre-tensioning position and to the absence of air pressure to move
to the web reset position.
[0033] The resettable web pre-tensioning device may include two
sets of housings, guide members and linear actuators, wherein the
opposite end of one guide member is configured to be secured to one
end of the web and the opposite end of the remaining guide member
is configured to be secured to an opposite end of the web. The
device may further including a carrier carrying the two sets of
housings, guide members and linear actuators therein. The carrier
may be configured to be mounted to a seat of a motor vehicle.
Alternatively, the housing may be mounted to a floor of the
vehicle.
[0034] The web may comprise at least part of a restraint harness
coupled to a seat for a motor vehicle. The seat may be a suspension
seat for a motor vehicle. The restraint harness may be a
multiple-point restraint harness.
[0035] A resettable web pre-tensioning system may comprise a
housing, a linear actuator, a guide member, means for producing a
pre-tension signal, and a decision making circuit. The housing may
define a channel therein. The linear actuator may be disposed
within the channel and may be movable longitudinally along the
channel. The guide member may have one end secured to the linear
actuator and an opposite end configured to be secured to the web.
The decision making circuit may be responsive to the pre-tension
signal to control movement of the linear actuator relative to the
channel in a manner that moves the guide member to a web
pre-tension position. The decision making circuit may be responsive
to a reset signal to control the linear actuator in a manner that
moves the guide member to a web reset position. The means for
producing the pre-tension signal may further include means for
producing the reset signal. Alternatively or additionally, the
decision making circuit may be operable to produce the reset signal
after a predetermined time period has elapsed since production of
the pre-tension signal.
[0036] The linear actuator may comprise a piston assembly. The
housing may define a first space between the piston assembly and
one end of the channel, and a second space between the piston
assembly and an opposite end of the channel. The decision making
circuit may be operable to control movement of the piston assembly
between the web pre-tensioning and web reset positions by
controlling pressure levels within the first and second spaces. The
piston assembly may be responsive to a first set of pressure levels
within the first and second spaces to assume the web reset position
relative to the channel such that the opposite end of the guide
member extends a first distance from the one end of the channel.
The piston assembly may be responsive to a second set of pressure
levels within the first and second spaces to assume the web
pre-tensioning position relative to the channel such that the
opposite end of the guide member extends a second distance, less
than the first distance, from the one end of the channel.
[0037] The system may further including an air control unit having
an inlet configured to receive pressurized air from a source of
pressurized air, at least a first outlet in fluid communication
with the first space and at least a second outlet in fluid
communication with the second space. The decision making circuit
may be responsive to the pre-tension signal to control the air
control unit to establish the second set of pressure levels within
the first and second spaces. The decision making circuit may be
responsive to the reset signal to control the air control unit to
establish the first set of pressure levels within the first and
second spaces. The source of pressurized air may be a pressurized
air tank carried by a motor vehicle.
[0038] The system may include two sets of housings, guide members
and linear actuators. The opposite end of one guide member may be
configured to be secured to one end of the web and the opposite end
of the remaining guide member may be configured to be secured to an
opposite end of the web. The system may further include a carrier
carrying the two sets of housings, guide members and linear
actuators therein. The carrier may be configured to be mounted to a
seat of a motor vehicle. The seat may be a suspension seat. The web
may comprise at least part of a restraint harness coupled to the
seat. The restraint harness may be a multiple-point restraint
harness.
[0039] A method for controlling a web pre-tensioning device coupled
to a vehicle seat may comprise moving the web from a reset position
relative to the vehicle seat to a pre-tension position relative to
the vehicle seat in response to a pre-tension control signal, and
moving the web from the pre-tension position to the reset position
in response to a reset signal.
[0040] The method may further include monitoring a web pre-tension
indicator device for production of the pre-tension control signal.
The method may additionally or alternatively further include
monitoring the web pre-tension indicator device for production of
the reset signal.
[0041] A restraint system may comprise a vehicle suspension seat
and at least one web. The vehicle suspension seat may have a seat
base configured to be mounted to a support structure of a vehicle,
a seat bottom and a suspension mechanism positioned between the
support structure and the seat bottom. The at least one web may
have a first end configured to be secured to the support structure
and a second end attached to the seat bottom. The at least one web
may restrain forward movement of the vehicle suspension seat. The
at least one web may include a plurality of webs. The restraint
system may further include at least one locking retractor mounted
to the seat bottom. The second end of the at least one web may be
attached to the at least one retractor.
[0042] A vehicle safety seat may comprise a vehicle seat including
a seat portion mounted to a motor vehicle and a seat back portion
extending away from the seat portion. A control system may be
mounted to the vehicle seat. The control system may be responsive
to a vehicle warning condition to produce an activation signal. A
warning device may be mounted to the seat. The warning device may
be responsive to the activation signal to provide either of an
audible and a tactile indicator to a driver of the vehicle to alert
the driver to the vehicle warning condition.
BRIEF DESCRIPTION OF THE DRAWINGS
[0043] FIG. 1 is a side elevation view showing one embodiment of a
vehicle safety seat including a seat base mounted to a support
surface of a motor vehicle, and a roll sensor mounted to the seat
base.
[0044] FIG. 2 is a top perspective view of the seat base of FIG. 1,
with portions broken away, showing the roll sensor, a safety member
inhibiting removal of at least one of the number of attachment
members, and an electrical connector connected to the sensor and
inhibiting access to the safety member.
[0045] FIG. 3 is a side elevation view of the seat base of FIG. 1,
with portions broken away, showing the electrical connector
connected to the roll sensor and inhibiting access to the safety
member.
[0046] FIG. 4 is a rear perspective view of another embodiment of a
vehicle safety seat including a seat base mounted to a support
surface of a motor vehicle, and a roll sensor mounted to the seat
base.
[0047] FIG. 5 is another rear perspective view of the vehicle
safety seat of FIG. 4 showing the locations of two of the seat base
mounting members.
[0048] FIG. 6 is a top plan view of the seat base of the vehicle
safety seat of FIG. 4 illustrating a safety plate mounted thereto
to inhibit access to one of the seat base mounting members.
[0049] FIG. 7 is another rear perspective view of the vehicle
safety seat of FIG. 4 illustrating some of the structural details
of the safety plate mounted to the seat base.
[0050] FIG. 8 is another rear perspective view of the seat base of
the vehicle safety seat of FIG. 4 illustrating mounting of the
safety plate over the electrical connectors associated with the
roll sensor.
[0051] FIG. 9 is a rear perspective view similar to FIG. 8 showing
one of the roll sensor system electrical connectors received over
one of the electrical connectors associated with the roll sensor to
trap the safety plate therebetween.
[0052] FIG. 10 is an assembly view of one embodiment of a seat
mounting system that disables a sensor mounted to the vehicle
seat.
[0053] FIG. 11 is a side elevational view of the seat mounting
system of FIG. 10.
[0054] FIG. 12 is a rear perspective view showing one embodiment of
a vehicle safety seat including a suspension seat coupled to a seat
base that is mounted to a support surface of a motor vehicle.
[0055] FIG. 13 is a front perspective view of the vehicle safety
seat of FIG. 12.
[0056] FIG. 14A is a rear perspective view showing another
embodiment of a vehicle safety seat including a suspension seat
coupled to a seat base that is mounted to a support surface of a
motor vehicle.
[0057] FIG. 14B is a block diagram illustration of one illustrative
embodiment of the impact sensor module of FIG. 14A.
[0058] FIG. 15A is a front perspective view of the vehicle safety
seat of FIG. 14A.
[0059] FIG. 15B is a block diagram illustration of one illustrative
embodiment of the roll sensor module of FIG. 15A.
[0060] FIG. 16 is a rear elevational view of the vehicle safety
seats of FIGS. 14A and 15A.
[0061] FIG. 17 is a front elevational view of a vehicle safety seat
similar to that of FIG. 14A, including an inflatable restraint
integrated into each side of the seat.
[0062] FIG. 18 is a front elevational view of a vehicle safety seat
similar to that of FIG. 13 illustrating a three or four-point
restraint harness having shoulder portions extending through the
seat back.
[0063] FIG. 19 is a front elevational view of a vehicle safety seat
including a number of occupant presence and/or position sensors
integral therewith.
[0064] FIG. 20 is a rear perspective view showing yet another
embodiment of a vehicle safety seat including a suspension seat
coupled to a seat base that is mounted to a support surface of a
motor vehicle.
[0065] FIG. 21 is a front perspective view of the vehicle safety
seat of FIG. 20.
[0066] FIG. 22 is a rear perspective view showing a further
embodiment of a vehicle safety seat including a suspension seat
coupled to a seat base that is mounted to a support surface of a
motor vehicle.
[0067] FIG. 23 is a front perspective view of the vehicle safety
seat of FIG. 22.
[0068] FIG. 24 is a rear perspective view of a vehicle suspension
seat showing one illustrative embodiment of a resettable web
pre-tensioning device and system.
[0069] FIG. 25 is a front perspective view of the vehicle
suspension seat of FIG. 24.
[0070] FIG. 26 is a perspective view of the resettable web
pre-tensioning device of FIG. 24.
[0071] FIG. 27 is an exploded view of the resettable web
pre-tensioning device of FIG. 26.
[0072] FIG. 28 is an exploded view of one of the web actuators
associated the resettable web pre-tensioning device of FIGS. 26 and
27.
[0073] FIG. 29 is an end elevational view of the resettable web
pre-tensioning device of FIGS. 26-28.
[0074] FIGS. 30A and 30B are cross-sectional views of the
resettable web pre-tensioning device of FIGS. 26-29, viewed along
section lines 30A, B-30A, B of FIG. 29, illustrating the device in
web reset and web pre-tensioning states respectively.
[0075] FIG. 30C is a magnified cross-sectional view of the area of
the web actuator identified in FIG. 30B, illustrating locking of
the guide member to the web actuator housing.
[0076] FIG. 31 is a flowchart illustrating one illustrative process
for controlling operation of the resettable web pre-tensioning
device.
[0077] FIG. 32 is a rear perspective view of one illustrative
embodiment of a vehicle seat restraint apparatus.
[0078] FIG. 33A is a rear perspective view of a vehicle suspension
seat showing another illustrative embodiment of a resettable web
pre-tensioning device and system.
[0079] FIG. 33B is an exploded view of the resettable web
pre-tensioning device of FIG. 33A.
[0080] FIG. 34 is a rear elevational view of a vehicle safety seat
including a warning device mounted to thereto.
DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS
[0081] For the purposes of promoting an understanding of the
principles of the invention, reference will now be made to a number
of illustrative embodiments shown in the attached drawings and
specific language will be used to describe the same.
[0082] Referring to FIG. 1, a vehicle safety seat 10 is shown and
includes a suspension seat 12 having a seat base 18 mounted to a
support surface 21 of the vehicle in a conventional manner via a
number of attachment members (not shown in FIG. 1). The number of
attachment members may be or include, but are not limited to,
conventional threaded bolts configured to engage complementarily
threaded bores defined in the support surface 21 of the
vehicle.
[0083] The suspension seat 12 includes an occupant seat 13 mounted
to the seat base 18 via a suspension mechanism 24. In the
illustrated embodiment, the suspension mechanism 24 is a
conventional pneumatic suspension mechanism, although the
suspension mechanism 24 may alternatively be strictly mechanical,
electro-mechanical, hydraulic, electro-hydraulic,
electro-pneumatic, or the like. In any case, the suspension
mechanism 24 is operable in a known manner to suspend the occupant
seat 13 above the seat base 18 and at least somewhat isolate the
seat 13 from vibrations, road noise and the like that are impressed
upon the support surface 21 of the vehicle during normal vehicle
operation. The occupant seat 13 itself includes a seat bottom 14
mounted to the suspension mechanism 24 and a seat back 16 extending
upwardly and away from the seat portion 14.
[0084] A conventional roll sensor 28 is mounted to the seat base
18, and is operable in a conventional manner to produce a roll
sensor signal indicative of the orientation of the vehicle relative
to a roll over condition. In the illustrated embodiment, the roll
sensor 28 is mounted to the right wall 29 of the seat base 18,
relative to a forward-facing occupant of the seat 13, and near an
interface of the right wall 29 with a rear wall 35 of the seat base
18. It will be understood, however, that the roll sensor 28 may
alternatively be mounted at any desired position about the
periphery of, within or atop the seat base 28. In any case, the
roll sensor 28 has a first roll sensor system electrical connector
32A electrically connected thereto. The electrical connector 32A is
also electrically connected to a voltage supply 34 via one or more
signal paths 36. A second roll sensor system electrical connector
32B is electrically connected to the roll sensor 28, and is also
electrically connected to a signal processor 38 via one or more
signal paths 40. In the illustrated embodiment, the first
electrical connector 32A is positioned between the second
electrical connector 32B and the suspension mechanism 24.
Alternatively, the positions of the electrical connectors 32A and
32B may be reversed so that the second electrical connector 32B is
positioned between the first electrical connector 32A and the
suspension mechanism 24.
[0085] The signal processor 38 is also electrically connected to a
conventional seat actuator 42 via one or more signal paths 44. The
seat actuator 42 is a conventional actuator and is mechanically
coupled to the suspension mechanism 24 via a conventional
mechanical linkage, L, or other conventional mechanical interface.
The signal processor 38 is responsive in a conventional manner to
the roll sensor signal produced by the roll sensor 28 to produce a
seat actuation signal on the one or more signal paths 44 when the
roll sensor signal indicates that a vehicle roll over event is
occurring. The seat actuator 42 is responsive in a conventional
manner to the seat actuation signal to draw the occupant seat 13
downwardly toward the seat base 18 to a locked position relative to
the seat base 18. Thus, during a vehicle roll over event, the
occupant seat 13 is drawn downwardly into a locked position
relative to the seat base 18 to protect the occupant of the seat 13
during the roll over event.
[0086] The signal processor 38 is, in one embodiment,
microprocessor-based and operable to execute one or more software
algorithms for controlling actuation of the occupant seat 13 as
just described. Alternatively, the signal processor 38 may be any
general or application specific signal processor circuit configured
to control actuation of the occupant seat 13 as just described. In
any case, the signal processor 38 may alternatively or additionally
be configured to be responsive to the roll sensor signal produced
by the roll sensor 28 to actuate one or more other safety features
associated or integral with the vehicle safety seat 10 during a
vehicle roll over event. Examples of such one or more other safety
features include, but are not limited to, one or more inflatable
restraints mounted to or integral with the occupant seat 13, one or
more actuatable web or belt tightening systems, and the like.
Alternatively or additionally still, one or more other sensors may
be mounted to or within the seat base 18, or to or within the seat
13, for monitoring other conditions, and the signal processor 38
may be configured in such embodiments to be responsive to the
signals produced by the one or more other sensors to actuate any
one or more of the foregoing vehicle seat safety features. Examples
of such one or more other sensors include, but are not limited to,
one or more vehicle impact sensors, or the like.
[0087] Referring now to FIGS. 2 and 3, the roll sensor 28 is
mounted to a generally L-shaped bracket 30 via a pair of end
brackets 50A and 50B. The end brackets 50A and 50B may be removably
or non-removably mounted to the roll sensor 28 and/or to the
L-shaped bracket 30 via one or more conventional attachment
structures and/or techniques. In the illustrated embodiment, the
L-shaped bracket includes a first portion 31 mounted to the rear
wall 35 of the seat base 18 via a number of attachment members 52A
and 52B, and a second portion 33 mounted to the right wall 29 of
the seat base via another number of attachment members (only one
such attachment member 54 shown in FIGS. 2 and 3). The first and
second portions 31 and 33 are coupled together along opposing edges
to form a corner portion 37.
[0088] Two seat base attachment members 24A and 24B are illustrated
in FIG. 2 in the form of threaded bolts extending through the seat
base 18 and into engagement with correspondingly threaded bores
(not shown) defined in the support surface 21 of the vehicle. It
will be understood that the seat base 18 will typically include
more seat base attachment members than the two illustrated in FIG.
2, and/or that any one or more of the number of attachment members
may alternatively or additionally be provided in the form of other
conventional attachment structures. Two upstanding brackets 60A and
60B extend from the seat base 18 and are mounted via conventional
attachment structures to the suspension mechanism 24. It will be
understood that while two such upstanding brackets 60A and 60B are
illustrated in FIG. 2, the seat base 18 may alternatively include
more or fewer such upstanding brackets for attachment to the
suspension mechanism 24.
[0089] The roll sensor 28 has a first electrical port 45A
electrically connected to a first roll sensor electrical connector
46A (most clearly shown in the embodiment illustrated in FIG. 8)
configured for electrical connection with the roll sensor system
electrical connector 32A. The first input port 45A is a voltage
supply and ground reference port, and the roll sensor receives a
corresponding supply voltage and a ground reference from the
voltage supply 34 when the first roll sensor system electrical
connector 32A is electrically connected to the first roll sensor
electrical connector 46A. The roll sensor 28 also has a second
electrical port 45B electrically connected to a second roll sensor
electrical connector 46B (most clearly shown in the embodiment
illustrated in FIG. 8) configured for electrical connection with
the roll sensor system electrical connector 32B (not shown in FIG.
2). The second input port 45B is a sensor signal port, and the roll
sensor 28 supplies the roll sensor signal to the signal processor
38 when the roll sensor system electrical connector 32B is
electrically connected to the roll sensor electrical connector
46B.
[0090] The seat base 18 further includes a seat base removal safety
feature that requires at least one of the electrical connectors 32A
and 32B to be disconnected from the roll sensor 28 before the seat
base 18 may be completely disconnected from the support surface 21
of the vehicle. This feature thus disables operation of the roll
sensor 28 and/or inhibits the roll sensor signal from reaching the
signal processor 38 so that, in either case, the signal processor
38 will not activate the actuator 42 and lock the occupant seat 13
to, or adjacent to, the seat base 18 when installing, replacing or
otherwise moving the seat base 18. Referring to FIGS. 2 and 3, one
illustrative example of such a seat base removal feature is shown
in the form of a safety member 54 that is positioned relative to
the seat base 18 to inhibit removal of the seat base attachment
member 24A. The seat base 18 and roll sensor mounting configuration
may alternatively be structured so that the safety member 54 is
positioned over the seat base attachment member 24B, or any
additional seat base attachment member.
[0091] In the illustrated embodiment, the safety member 54 is
provided in the form of a bolt having a shaft 54A defining a head
54B at one end and a threaded portion 54C at an opposite end. The
bolt 54 extends through a bore 70 defined through the second
portion of the mounting bracket 33 and seat base 18 adjacent to the
first roll sensor system electrical connector 32A. The bore 70 is
positioned relative to the seat base 18 so that the first roll
sensor system electrical connector 32A inhibits or blocks access to
the head 54B when the first roll sensor system electrical connector
32A is connected to the mating roll sensor electrical connector
46A. Alternatively, the bore 70 may be positioned relative to the
seat base 18 so that the second roll sensor system electrical
connector 32B inhibits or blocks access to the head 54B when the
second roll sensor system electrical connector 32B is connected to
the mating roll sensor electrical connector 46B. In either case,
access to the head 54B for movement of the bolt 54 may only be had
when the appropriate one of the roll sensor system electrical
connectors 32A or 32B is disconnected from its corresponding roll
sensor electrical connector 46A or 46B. It is desirable to
configure the electrical connectors 32A, 46A or 32B, 46B, the roll
sensor 28 and/or the signal processor 38 so that the signal
provided to the signal processor 38 by the roll sensor 28 when the
roll sensor system electrical connector 32A or 32B is not connected
to its corresponding roll sensor electrical connector 46A or 46B is
well outside a signal range indicative of a roll over event to
thereby avoid triggering activation of the actuator 42 when the
roll sensor system electrical connector 32A or 32B is disconnected
from its corresponding roll sensor electrical connector 46A or
46B.
[0092] The seat base 18 further includes an engaging member 74
defining a bore 76 therethrough that is aligned with the bore 70
and that is threaded in a manner that provides for engagement with
the threaded portion 54C of the bolt 54. In the illustrated
embodiment, the threaded portion 54C of the bolt 54 is received
within the bore 76 so that the bolt 54 engages the engaging member
74 when the bolt 54 fully extends into the seat base 18 with the
head 54B in contact with the second portion 33 of the sensor
mounting bracket 30. With the bolt 54 in this position, the bolt 54
extends over the attachment member 24A and thereby inhibits access
to, and removal of, the attachment member 24A. With the head 54B in
contact with, or sufficiently near, the second portion 33 of the
sensor mounting bracket 30, the first roll sensor system electrical
connector 32A may be electrically connected to the roll sensor
electrical connector 46A as illustrated in FIGS. 2 and 3. The first
roll sensor system electrical connector 32A must be disconnected
from the roll sensor electrical connector 46A to allow access to,
and loosening of, the bolt 54. The bolt 54 may then be sufficiently
loosened and moved to allow access to, and removal of, the
attachment member 24A to thereby allow removal or movement of the
seat base 18 relative to the support surface 21 of the vehicle. It
may be desirable to configure the bolt 54 and/or the seat base 18
so that the bolt 54 cannot be completely removed from the bore 70
to thereby require engagement of the bolt 54 with the engaging
member 74 before connecting the first roll sensor system electrical
connector 32A to the roll sensor electrical connector 46A. It may
further be desirable to configured the bolt 54, the seat base 18
and/or the second portion 33 of the sensor mounting bracket 30 so
that the bolt 54 extends sufficiently outwardly from the seat base
18 to block or inhibit connection of the first roll sensor system
electrical connector 32A to the roll sensor electrical connector
46A when the bolt 54 is disengaged from the engagement member
74.
[0093] Referring now to FIGS. 4-9, an alternate embodiment of a
vehicle safety seat 10' is shown. The embodiment 10' is identical
in many respects to the vehicle safety seat 10 illustrated and
described with respect to FIGS. 1-3, and like numbers are therefore
used to identify like structures and features. In this embodiment,
the roll sensor 28 is mounted, via roll sensor mounting bracket
30', atop the seat base 18. The roll sensor mounting bracket 30'
includes a first portion 33' mounted to a sidewall of the seat base
18, a second portion 31' mounted to the rear wall of the seat base
18 via a number of attachment members 52A-52C, and a third portion
39 mounted to the top of the seat base 18 as most clearly shown in
FIG. 4. Any one or more of the first, second and third portions
33', 31' and 39 may be integral, or may instead be attached to each
other via suitable attachment mechanisms. The roll sensor 28 is, in
this embodiment, attached to the third portion 39 of the roll
sensor mounting bracket 30' via a pair of end brackets 50A and 50B.
The end brackets 50A and 50B may be removably or non-removably
mounted to the roll sensor 28 and/or to the roll sensor mounting
bracket 30' via one or more conventional attachment structures
and/or techniques.
[0094] As with the embodiment 10 illustrated in FIGS. 1-3, two seat
base attachment members 24A and 24B are illustrated in FIGS. 5 and
6 in the form of threaded bolts extending through the seat base 18
and into engagement with correspondingly threaded bores (not shown)
defined in the support surface 21 of the vehicle. It will be
understood that the seat base 18 will typically include more seat
base attachment members than the two illustrated in FIGS. 5 and 6,
and/or that any one or more of the number of attachment members may
alternatively or additionally be provided in the form of other
conventional attachment structures. The roll sensor 28 has a first
electrical port 45A electrically connected to a first roll sensor
electrical connector 46A (most clearly shown in FIG. 8) configured
for electrical connection with the roll sensor system electrical
connector 32A. The first input port 45A is a voltage supply and
ground reference port, and the roll sensor receives a corresponding
supply voltage and a ground reference from the voltage supply 34
when the first roll sensor system electrical connector 32A is
electrically connected to the first roll sensor electrical
connector 46A. The roll sensor 28 also has a second electrical port
45B electrically connected to a second roll sensor electrical
connector 46B (most clearly shown in FIG. 8) configured for
electrical connection with the roll sensor system electrical
connector 32B (not shown in FIG. 2). The second input port 45B is a
sensor signal port, and the roll sensor 28 supplies the roll sensor
signal to the signal processor 38 when the roll sensor system
electrical connector 32B is electrically connected to the roll
sensor electrical connector 46B. It will be understood that, like
the embodiment 10 illustrated in FIGS. 1-3, the embodiment 10'
illustrated in FIGS. 4-9 includes the voltage supply 34, signal
processor 38, actuator 42 and supporting signal paths, linkages and
the like, although these features are not specifically illustrated
in FIGS. 4-9.
[0095] As with the embodiment 10 illustrated in FIGS. 1-3, the
embodiment 10' further includes a seat base removal safety feature
that requires at least one of the electrical connectors 32A and
32B, or both, to be disconnected from the roll sensor 28 before the
seat base 18 may be completely disconnected from the support
surface 21 of the vehicle. This feature thus disables operation of
the roll sensor 28 and/or inhibits the roll sensor signal from
reaching the signal processor 38 so that, in any case, the signal
processor 38 will not activate the actuator 42 and lock the
occupant seat 13 to, or adjacent to, the seat base 18 when
installing, replacing or otherwise moving the seat base 18.
Referring to FIGS. 6-9, the seat base removal safety feature in
this embodiment is shown in the form of a safety plate 80 that is
mounted to, and positioned relative to, the seat base 18 to inhibit
removal of the seat base attachment member 24A. The seat base 18
and roll sensor mounting configuration may alternatively be
structured so that the safety plate 80 is positioned over the seat
base attachment member 24B, or any additional seat base attachment
member.
[0096] In the illustrated embodiment, the safety plate 80 includes
a first portion 82 that extends over and in contact with the third
portion 39 of the roll sensor mounting bracket 30'. The first
portion 82 of the safety plate is sized and configured to cover the
seat base attachment member 24A, as most clearly illustrated in
FIG. 6, to thereby prevent access to, and removal of, the seat base
attachment member 24A as long as the plate 80 is mounted to the
seat base 18. The safety plate 80 further includes a second portion
84 defining a pair of passageways 85A and 85B therethrough. The
passageways 85A and 85B are sized to receive the roll sensor
electrical connectors 46A and 46B respectively therethrough so that
the second portion 84 of the safety plate 80 is positioned adjacent
to and in contact with the roll sensor 28 as most clearly
illustrated in FIG. 8. In the illustrated embodiment, the
passageways 85A and 85B and the roll sensor system electrical
connectors 32A and 32B are sized so that the second portion 84 of
the safety plate 80 is trapped between the roll sensor 28 and the
roll sensor system electrical connectors 32A and 32B, as most
clearly shown in FIG. 9 with respect to the roll sensor system
electrical connector 32A. Either one or both of the roll sensor
system electrical connectors 32A and 32B may be further provided
with one or more projections to facilitate trapping of the second
portion 84 of the safety plate 80 between the roll sensor 28 and
either electrical connector 32A and 32B. An example of one such
projection 94 extending from the roll sensor system electrical
connector 32A is illustrated in FIGS. 6-9. The projection 94
extends beyond the passageway 85A defined through the second
portion 84 of the safety plate 80, and into contact with the second
portion 84, thereby facilitating trapping of the second portion 84
of the safety plate 82 between the roll sensor 28 and the roll
sensor system electrical connector 32A.
[0097] In the illustrated embodiment, both of the roll sensor
system electrical connectors 32A and 32B, as well as the
corresponding passageways 85A and 85B defined through the second
portion 84 of the safety plate 80, have been described as being
sized to trap the second portion 84 of the safety plate 80 between
the roll sensor 28 and the corresponding connector 32A and 32B when
the connectors 32A and 32B are electrically connected to the
corresponding roll sensor electrical connectors 46A and 46B.
Alternatively, only one electrical connector/passageway pair 32A,
85A or 32B, 85B may be sized to trap the second portion trap the
second portion 84 of the safety plate 80 between the roll sensor 28
and the corresponding connector 32A or 32B when the connector 32A
or 32B is electrically connected to the corresponding roll sensor
electrical connector 46A or 46B. In this alternative embodiment,
the remaining passageway 85A or 85B may be sized to receive the
corresponding roll sensor system electrical connector 32A or 32B
therethrough. Alternatively, the remaining passageway 85A or 85B
may be omitted from the second portion 84 of the safety plate 80.
In any case, the second portion 84 of the safety plate 80 is
configured so that either or both of the roll sensor system
electrical connectors 32A and 32B inhibit movement of the safety
plate 80 relative to the seat base 18 when electrically connected
to the corresponding roll sensor electrical connectors 46A and 46B.
Accordingly, the seat mounting bolt 24A cannot be accessed for
removal until the safety plate 80 is removed, and the safety plate
80 cannot be moved relative to the seat base 18 until one or both
of the roll sensor system electrical connectors 32A and 32B is/are
disconnected from the corresponding roll sensor electrical
connectors 46A and/or 46B.
[0098] The safety plate 80 further includes a third portion 86 that
extends downwardly from the first portion 82 and adjacent to the
second portion 31' of the roll sensor mounting bracket 30. The
third portion 86 of the safety plate defines a bore therethrough
sized to receive the attachment member 52A therethrough. The
attachment member 52A extends through the third portion 86 of the
safety plate 80, through the second portion 31' of the roll sensor
mounting bracket 30' and into engagement with the seat base 18 to
thereby attach the third portion 86 of the safety plate 80 and the
second portion 31' of the roll sensor mounting bracket 30' to the
seat base 18. The third portion 86 of the safety plate 80 has a
fourth portion 88 in the form of a tab or flange extending
therefrom. The tab or flange 88 is configured to extend over and
cover the attachment member 52C when the attachment member 52A is
received through the third portion 86 of the safety plate 80 and
through the second portion 31' of the roll sensor mounting bracket
30', thereby inhibiting access to the attachment member 52C when
the safety plate 80 is mounted to the seat base 80, as most clearly
illustrated in FIG. 7. This feature inhibits complete removal of
the roll sensor mounting bracket 30' from the seat base 18 until
the safety plate 80 is removed as described hereinabove. Removal of
the safety plate 80 requires disconnection of either or both of the
roll sensor system electrical connectors 32A and 32B, as described
hereinabove, thus ensuring that the roll sensor mounting plate 30'
cannot be completely removed from the seat base 18 unless either or
both of the roll sensor system electrical connectors 32A and 32B
are disconnected from the roll sensor 28.
[0099] It will be observed that two of the three attachment members
52A and 52B may be removed without removing the safety bracket 80.
A number of anti-rotation tabs are defined by the roll sensor
mounting bracket 30' and engage the seat base 18 to prevent
rotation of the roll sensor mounting bracket 30' relative to the
seat base 18 when the roll sensor mounting bracket 30' may
otherwise be permitted to move or rotate relative to the seat base
18 such as when the attachment members 52A and 52B are removed. In
the embodiment illustrated in FIGS. 6-9, for example, two such
anti-rotation tabs 90 and 92 are defined by the second portion 31'
of the sensor mounting bracket 30', and the tabs 90 and 92 are
positioned relative to the seat base 18 to prevent rotation of the
sensor mounting bracket 30' when the attachment members 52A and
52B. It will be appreciated that more or fewer such anti-rotation
tabs may alternatively be provided.
[0100] Referring now to FIGS. 10 and 11, a vehicle seat mounting
plate 91 may be provided to mount the base 18 of the vehicle seat
13 to the support surface 21. The mounting plate 91 includes a
bottom plate 93 and a top plate 95. The bottom plate 93 defines a
number of bores therethrough, and a plurality of attachment members
may extend through at least some of the bores and into engagement
with the support surface 21 in a conventional manner. In the
illustrated embodiment, four such bores are shown, and four
attachment members 96A-96D (96B not shown) are provided, each of
which extends through a corresponding bore in the bottom plate 93
and into engagement with the support surface 21. It will be
understood that the bottom plate 93 may alternatively define any
number of bores therethrough, some of which align with
corresponding bores in the vehicle floor 21 of one or more vehicle
manufacturers and some of which align with corresponding bores in
the vehicle floor 21 of other vehicle manufacturers. In this
embodiment, the vehicle seat mounting plate 91 is accordingly
intended to act as a universal seat mounting plate that is
configured to be mountable to the vehicle floor 21 of vehicles
manufactured by any of a number of different vehicle
manufacturers.
[0101] The top plate 95 of the vehicle seat mounting plate 91
likewise defines a number of bores therethrough that align with
corresponding bores in the bottom plate 93. These bores also align
with corresponding bores defined in the base 18 of the seat 13, and
attachment members extend through all aligned bores to mount the
seat 13 to the top 95 and bottom 93 plates of the vehicle seat
mounting plate 91. In the illustrated example, four such bores are
defined, and four corresponding threaded attachment members 97A-97D
extend through the seat base 18, through the top plate 95, through
the bottom plate 93 and into engagement with four associated
threaded nuts to mount the vehicle seat 13 to the mounting plate
91. In the illustrated embodiment, the top plate 95 includes a
planar portion 95A mounted at one end by a hinge 95C to a stepped
portion 95B, and formed at its opposite end into another stepped
portion 95D. The four attachment members 97A-97D extend through the
stepped portions 95C and 95D. The resulting raised top plate design
allows for clearance of the bottom plate attachment members 96A-96D
relative to the top plate 95, and the hinge design also requires
removal of only two of the four attachment members 97A-97D in order
to access all four of the bottom plate attachment members
96A-96D.
[0102] The vehicle seat mounting plate 91 may further include
another embodiment of a seat base removal safety feature that
automatically open circuits at least one of the wires leading to at
least one of the electrical connectors 32A and 32B when the top
plate 95 is drawn away from the bottom plate 93. In this
embodiment, a contact switch 98 is mounted to the bottom plate 93,
and the switch 98 is interposed in-line with one of the wires
leading to one of the electrical connectors 32A and 32B. When the
vehicle seat 13 is mounted to the vehicle seat mounting plate 91 as
just described, the top plate 95 is juxtaposed over the bottom
plate 93 and the top plate 95 contacts the switch 98 and maintains
the switch 98 in its closed position. Electrical connection to the
electrical connector 32A or 32B is thus maintained through the
switch 98 as long as the vehicle seat 13 is mounted to the vehicle
seat mounting plate 91. When the top plate 95 is moved away from
the bottom plate 93, such as when the attachment members 97C and
97D are removed and the top plate portion 95A is rotated away from
the bottom plate 93 via the hinge 95C, contact between the top
plate 95 and the switch 98 is lost, thereby causing the switch 98
to open. When this occurs, the wire connected to the switch 98 is
open-circuited, and electrical connection to the electrical
connector 32A or 32B through that wire is therefore lost. This then
disables operation of the roll sensor 28 and/or inhibits the roll
sensor signal from reaching the signal processor 38 so that, in
either case, the signal processor 38 will not activate the actuator
42 and lock the occupant seat 13 to, or adjacent to, the seat base
18 when installing, replacing or otherwise moving the seat base 18.
It will be understood that the design of the vehicle mounting plate
91 is such that access to at least one of the attachment members
96A-96B is inhibited by the position of the top plate 95 relative
to the bottom plate, and that access to all four of the attachment
members 96A-96D cannot be had at least until the top plate 95 is
moved sufficiently away from the bottom plate 93 to cause the
switch 98 to open, thereby disabling the roll sensor 28. This
feature thus ensures that the vehicle seat mounting plate 91 cannot
be removed from the vehicle floor 21 without disabling the roll
sensor 28.
[0103] In the embodiment illustrated by example in FIGS. 10 and 11,
the switch 98 is shown as being interposed in-line with the ground
wire 36B of the voltage source 34. More specifically, one terminal
99A of the contact switch 98 is electrically connected to the
ground wire 36B leading to the electrical connector 32A, and the
other terminal 99B of the contact switch 98 is electrically
connected to the ground wire 36B leading to the voltage source 34.
The positive wire 36A of the voltage source 34 is connected
directly to the electrical connector 32A as before. The terminals
99A and 99B of the contact switch 98 are positioned relative to the
top plate 95 so that when the top plate 95 is juxtaposed over the
bottom plate 93 when the seat base 18 is mounted to the vehicle
seat mounting plate 91, the top plate 95 forces the terminal 99A
into contact with the terminal 99B to complete the circuit. In
contrast, when the top plate 95 is moved sufficiently away from the
bottom plate 93, as illustrated in FIGS. 10 and 11, the terminal
99A of the contact switch 98 moves away from the terminal 99B,
thereby causing an open circuit in the voltage supply line 36. It
will be understood that the switch 98 may alternatively be
interposed in one of the signal lines 40 between the roll sensor 28
and the signal processor 38, or that more than one such switch 98
may be used in one of the voltage supply lines 36 and/or signal
lines 40. It will also be understood that the switch 98 may
alternatively be mounted to the top plate member 95, and in this
embodiment the switch 98 will be activated and deactivated via
contact with the bottom plate member 93.
[0104] Referring now to FIGS. 12 and 13, a vehicle safety seat 100
is shown and includes a vehicle seat in the form of a suspension
seat 12 having a seat base 18 mounted to a support surface 21 of a
motor vehicle as described hereinabove. The suspension seat 12 is
mounted to the seat base 18 via a conventional suspension mechanism
(not shown). In the illustrated embodiment, the suspension
mechanism is covered by a suitable cover or wrap 25, although such
a cover or wrap 25 need not be related to the functionality of the
suspension mechanism. The suspension mechanism may illustratively
be a conventional pneumatic suspension mechanism, although the
suspension mechanism may alternatively be a strictly mechanical,
electro-mechanical, hydraulic, electro-hydraulic,
electro-pneumatic, or like mechanism, or any combination thereof.
In any case, the suspension mechanism is operable in a known manner
to suspend the occupant seat 12 above the seat base 18 and at least
somewhat isolate the seat 12 from vibrations, road noise and the
like that are impressed upon the support surface 21 of the vehicle
during normal vehicle operation. The occupant seat 12 itself
includes a seat bottom 14 mounted to the suspension mechanism and a
seat back 16 extending upwardly and away from the seat portion
14.
[0105] A suspension seat actuator 102 is mounted to the seat base
18, and in the illustrated embodiment the actuator 102 is coupled
to a tube 106 that is transversely mounted to a rear portion of the
vehicle seat 14. A pair of actuator arms 104A and 104B extend
between the actuator 102 and the tube 106. The tube 106 is, in the
illustrated embodiment, at least partially hollow and carries a
pair of cables or other suitable linkage members, with one such
cable or linkage 108B connected between one of the actuator arms
104B and a restraint harness mount 108A and the other such cable or
linkage 110B connected between the other actuator arm 104A and
another restraint harness mount 110A. In the illustrated
embodiment, a conventional three-point restraint harness 112 is
mounted to the vehicle seat 12, and includes a belt or web having a
lap portion 114 and a shoulder portion 116. One end of the lap
portion 114 is secured to the restraint harness mount 108A.
Although not specifically shown in the figures, the opposite end of
the shoulder portion 116 is secured to another anchor point which
may or may not be affixed to the seat 12. The harness mount 110A
is, in the illustrated embodiment, provided in the form of a
conventional buckle member, and a mating tongue member 110C is
configured to slidably receive the web or belt therethrough in a
conventional manner to define the lap and shoulder portions 114 and
116 respectively therebetween. The tongue member 110C is configured
for releasable attachment to the buckle member 110A so that the
buckle and tongue members 110A and 110C respectively may be
lockingly engaged. Those skilled in the art will recognize that the
buckle and tongue members may alternatively be reversed so that the
tongue member 110C is attached to the cable or linkage 110B and the
buckle member 110C is configured to slidingly receive the belt or
web 114, 116 therethrough. In any case, the belt or web 114, 116,
tongue member 110C, harness mounts 108A and 110A and the shoulder
portion anchor point (not shown) together form a conventional
three-point vehicle restraint harness. It will be understood,
however, that for purposes of this document the vehicle restraint
harness may include more or fewer harness attachment anchor points
so that the restraint harness may be, for example, a two-point
restraint harness (e.g., lap belt only), a four-point restraint
harness (e.g., including two shoulder belts), a five-point
restraint harness (e.g., including two shoulder belts and an anchor
point between the occupant's legs), or other multi-point restraint
harness. For example, as illustrated in FIG. 18, the vehicle seat
100 may alternatively include a four-point restraint harness 112'
having each of the webs and other structures just described, and
also having an additional web 117, as shown in phantom. The ends of
the shoulder webs 116 and 117, in this embodiment, extend through
the fabric of the seat back 16 and may be attached to the frame of
the seat 100 (not shown), or may alternatively extend through the
seat back 16 and attach to one or more structures separate from the
seat back 16.
[0106] A conventional collision alert system 120 includes, among
other components, a decision-making circuit (DC) 121 electrically
connected to the suspension seat actuator 102 via a signal path
122. In one embodiment, the decision-making circuit 121 includes a
conventional microprocessor or other processor circuit operable to
execute instructions in the form of one or more software algorithms
stored in memory. Alternatively, the decision-making circuit may
include other conventional circuitry configured to perform decision
logic functions.
[0107] In one embodiment, for example, the collision alert system
120 further includes at least one radar antenna suitably mounted to
the vehicle and signal processing circuitry configured to discern
whether an object is in the path of the vehicle and whether a
collision with the object is likely to occur under present
operating conditions. Such a collision alert system 120 may further
be configured to provide an estimate of the time to impact with
such an object. An example of one such a collision alert system is
the VORAD.RTM. collision warning system produced by Eaton
Corporation based in Cleveland, Ohio. Those skilled in the art will
recognize, however, that other conventional collision warning or
alert systems may be used. In any case, the decision-making circuit
121 is operable to produce a collision alert signal upon detection
of an impending collision with an object in the path of the vehicle
carrying the safety seat 100.
[0108] With the embodiment illustrated in FIGS. 12 and 13, the
suspension seat actuator 102 is responsive to the collision alert
signal produced by decision-making circuit 121 of the collision
alert system 120 to move the vehicle restraint harness 114, 116 in
a manner that provides a tactile indicator to the occupant of the
safety seat 100 of the impending collision with the object. In the
illustrated embodiment, for example, the suspension seat actuator
102 is responsive to the collision alert signal produced by the
decision-making circuit 121 to retract the cables or linkages 108B
and 110B, via actuation of the actuator legs 104A and 104B, and
thereby tighten the lap portion 114 of the web or belt 114, 116
about the occupant of the seat 12. Alternatively, the safety seat
100 may include one or more alternate restraint harness actuator
structures, and the actuator 102 may be similarly responsive to the
collision alert signal produced by the decision-making circuitry
121 of the collision alert system 120 to control such one or more
alternate restraint harness actuator structures to tighten the lap
portion 14 of the restraint harness 114, 116 about the occupant.
Examples of some such alternate restraint harness actuator
structures are described in U.S. Pat. No. 6,582,015, the disclosure
of which is incorporated herein by reference. Other alternate
restraint harness structures will occur to those skilled in the
art, and the present disclosure contemplates the implementation of
one or more of any such alternate restraint harness actuator
structures into the vehicle safety seat 100.
[0109] The collision alert system 120 may further include alert
notification circuitry 123 configured to notify a remote person,
business or other entity in the event of a collision event. Such
circuitry 123 may be conventional and may include, but should not
be limited to, a cellular telephone system, a satellite
transmission system, or the like, including suitable signal
transmission hardware, antenna(s) and the like. The notification
details may be include only information that the collision event
has occurred, may include any information relating to the collision
event, and may further include other relevant information such as
vehicle location information, vehicle or person diagnostic
information, or the like. In such cases, the circuitry 123 will
include additional appropriate circuits and/or systems such as, for
example, but not limited to, a global positioning system (GPS), one
or more vehicle diagnostic algorithms, one or more conventional
sensors or sensing systems configured to determine and report a
medical condition of the vehicle operator, or the like.
[0110] It is further contemplated that the actuator 102 may be
configured to move the vehicle restraint harness 112, in response
to the collision alert signal, in ways other than that just
described to thereby provide a tactile indication to the occupant
of the impending collision with the object. In one alternate
embodiment, for example, the tube 106 may be rotatably mounted to
the back portion of the seat bottom 14, and the actuator 102 may be
configured to move the vehicle restraint harness 112 by
controllably rotating the tube 106 in either of the illustrated
directions 124 or 126. Alternatively still, the tube 106 may be
configured for linear movement in either direction along its
longitudinal or transverse axis, and the actuator 102 may be
configured to move the vehicle restraint harness 112 my
controllably moving the tube 106 in either of its longitudinal or
transverse directions. Those skilled in the art will recognize
other techniques and structures for moving the vehicle restraint
harness 112 relative to the vehicle seat 112, such as by moving
either one or both of the lap portion 114 and the shoulder portion
116, in response to the collision alert signal to thereby provide a
tactile indication to the occupant of the impending collision with
the object, and the present disclosure contemplates any such
alternate structures and techniques. Additionally, it should be
understood that for purposes of the feature just described, the
vehicle seat 12 need not be a suspension seat, and may instead by
any conventional seat configured to support and restrain one or
more occupants of a motor vehicle.
[0111] Referring now to FIGS. 14A-16, another embodiment of a
vehicle safety seat 200 is shown and again includes a vehicle seat
in the form of a suspension seat 12 having a seat base 18 mounted
to a support surface 21 of a motor vehicle in a conventional manner
via a number of attachment members (not shown). The vehicle safety
seat 200 includes many of the same structural components as the
vehicle safety seat of FIGS. 12 and 13, and like numbers are
accordingly used to identify like components. It will be
understood, however, that the above described feature of the
actuator 102 being responsive to a collision alert signal produced
by a collision alert system 120 to move the vehicle restraint
harness 112 is optional in this embodiment, and the collision alert
system 120 and connecting signal path 122 are accordingly shown in
FIG. 14A in dashed-line form. The actuator 102, decision-making
circuitry and actuatable components 104A, 104B, 108B and 110B,
however, are included as shown. It will further be understood that
the vehicle safety seat 200 includes a vehicle restraint harness,
such as the vehicle restraint harness 112 illustrated in FIGS. 12
and 13, although such a restraint harness is omitted from FIGS.
14A-16 for brevity and ease of illustration.
[0112] In the illustrated embodiment, the vehicle safety seat 200
includes a roll sensor module 140 mounted to the seat base 18 as
shown. A first electrical connector 142 is electrically connected
to one end of a voltage signal line 144 that is electrically
connected at its opposite end to a suitable voltage source (not
shown), and is configured for electrical connection to a matingly
configured electrical connector of the roll sensor module 140. A
second electrical connector 146 is electrically connected to one
end of a roll sensor signal line 148 that is connected at its
opposite end to the actuator 102, and is configured for electrical
connection to a matingly configured electrical connector of the
roll sensor module 140. In one embodiment, as shown in FIG. 4B, the
roll sensor module 140 includes a conventional roll sensor, RS,
electrically connected to a decision-making circuit (DC) 141. The
roll sensor, RS, and decision-making circuit 141 are each connected
to the voltage supply line 144 for receiving an operating supply
voltage. The roll sensor signal line 148 is connected to a signal
output of the decision-making circuit 141.
[0113] In one embodiment, the decision-making circuit 141 includes
a conventional microprocessor or other processor circuit operable
to execute instructions in the form of one or more software
algorithms stored in memory. Alternatively, the decision-making
circuit may include other conventional circuitry configured to
perform decision logic functions. In any case, the decision-making
circuit 141 is configured to process the roll sensor signal
produced by the roll sensor, RS, and produce a roll sensor signal
on the signal path 148 upon detection of a vehicle roll-over
condition. The roll sensor module 140 may further include alert
notification circuitry 123 configured to notify a person, business
or other entity in the event of a roll over event. Such circuitry
123 may be similar to or identical to the alert notification system
123 described hereinabove.
[0114] In the illustrated embodiment, the actuator 102 is
configured to be responsive to the roll signal produced by the roll
sensor module 140 on the signal path 148 to pull the suspension
seat 12 toward the seat base 18 and hold the seat 12 in its lowest
position adjacent to or in contact with the seat base 18. Prior to
this function, the actuator 102 may additionally be configured to
first take any slack out of the vehicle restraint harness (112 of
FIGS. 12-13) by controlling the cables 108A and 110A in a manner
that tightens at least the lap portion 114 of the restraint harness
112 about the occupant as described hereinabove. This
"pre-tensioning" step may be used to first secure the occupant to
seat 12 prior to securing the seat 12 to or near the seat base 18.
Further details relating to either of these techniques are
described in U.S. Pat. No. 6,582,015, the disclosure of which has
been incorporated herein by reference. It will be appreciated that
the embodiment 100 of the vehicle safety seat illustrated and
described with respect to FIGS. 1 and 2 may optionally include the
roll sensor module 140 and accompanying operational features just
described.
[0115] As most clearly shown in FIG. 16, the roll sensor module 140
includes a housing 184 that is attached to the seat base 18 in a
manner that requires disconnection of the two electrical connectors
142 and 146 before detaching the roll sensor module 140 from the
seat base 18. This feature disallows activation of the actuator 102
when detaching the roll sensor module 140 from the seat base 18. In
the illustrated embodiment, a pair of attachment members 180 and
182, e.g., threaded screws or bolts, extend through the housing 148
and into the seat base 18 to at least partially mount the roll
sensor module 140 to the seat base 18. The attachment members 180
and 182 are positioned so that the electrical connectors 146 and
142 respectively block access to the attachment members 180 and 182
when electrically connected to the roll sensor module 140 as shown.
Access to the attachment members 180 and 182 may be had only by
first disconnecting both electrical connectors 146 and 142
respectively. In this manner, the supply voltage to the roll sensor
module 140 and the roll sensor signal produced by the roll sensor
module 140 must both be disconnected prior to detaching the roll
sensor module 140 from the seat base 18. In an alternative
embodiment, only one such attachment member 180, 182 is provided,
so that only a corresponding one of the electrical connectors 146
and 142 need be disconnected from the roll sensor module 140 before
detaching the roll sensor module 140 from the seat base 18.
Additionally or alternatively, the vehicle seat 200 may be mounted
to the vehicle support surface 21 via a vehicle seat mounting plate
of the type described hereinabove with respect to FIGS. 10 and 11,
and such a seat mounting plate may include a roll sensor
deactivation feature as described hereinabove. Those skilled in the
art will recognize other structures and techniques for requiring
disconnection of the supply voltage and/or sensor signal prior to
detaching the roll sensor module 140 from the seat base 18, and any
such other structures and techniques are contemplated by this
disclosure. Examples of some such alternate structures for
requiring disconnection of the supply voltage and/or sensor signal
prior to detaching the roll sensor module 140 from the seat base 18
include, but are not limited to, those illustrated and described in
U.S. provisional patent application Ser. No. 60/620,407, entitled
VEHICLE SAFETY SEAT, the disclosure of which is incorporated herein
by reference.
[0116] In addition to the integral components just described, the
vehicle safety seat 200 of FIGS. 14A-16 further includes a
deployable restraint system. In the illustrated embodiment, the
deployable restraint system includes a pyrotechnic or other
suitable pressurized air inflator 164 electrically connected via a
signal path 162A to the roll sensor signal output line 148 of the
decision-making circuit 121 included within the roll sensor module
140. The inflator 164 is fluidly coupled to an inflatable air
bladder 166. The air bladder 166 is, in its non-deployed state,
carried within the upper portion of the seat back 16 adjacent to
one side (e.g., the door side) of the seat 12. A port 168 is
provided with a cover 170 that is forced open during deployment the
air bladder 166. In the illustrated embodiment, the inflator device
164 is responsive to the roll sensor signal produced by the
decision-making circuit 121 housed within the roll sensor module
140 to deploy the inflatable air bladder 166. The inflatable air
bladder 166 is thus deployed upon detection of a vehicle roll-over
condition as just described. The inflatable air bladder 166 is
positioned relative to the seat 12 so that it deploys adjacent to
the one side of the seat back portion 16 about a head region of the
occupant to thereby provide a cushion for one side of the
occupant's head upon impact of the vehicle of sufficient severity.
In an alternative embodiment, the vehicle safety seat 200 may
provide for two such air bladders 166; one each positioned adjacent
to a different side of the vehicle seat 12 to thereby provide
cushions for both sides of the occupant's head upon detection of a
vehicle roll over event. Such a vehicle seat 200' is illustrated in
FIG. 17, and includes two air bladders 166 and 167, wherein the air
bladder 166 is configured and positioned to deploy from a left side
of the vehicle seat 200' and the air bladder 167 is configured and
positioned to deploy from the right side of the vehicle seat
200'.
[0117] In an alternative embodiment, the deployable restraint
system may be or include a resettable head restraint cushion
mounted to the seat back 16. In this embodiment, the actuator 102
may be structurally coupled to such a resettable head restraint
cushion, and the actuator 102 may be responsive to the roll signal
produced by the decision-making circuit 121 housed within the roll
sensor module 140 to deploy such a head restraint cushion.
Alternatively, a separate actuator may be provided to deploy the
head restraint cushion as just described. The head restraint
cushion is thus deployed upon detection of a vehicle roll-over
condition as just described. In one embodiment, such a head
restraint cushion is positioned relative to the seat 12 so that it
deploys adjacent to the one side of the seat back portion 16 about
a head region of the occupant to thereby provide a cushion for one
side of the occupant's head upon impact of the vehicle of
sufficient severity. In an alternative embodiment, the vehicle
safety seat 200 may provide for two such head restraint cushions;
one each positioned adjacent to a different side of the vehicle
seat 12 to thereby provide cushions for both sides of the
occupant's head upon detection of a vehicle roll over event. In any
case, the one or more head restraint cushions may be resettable
under the control of the decision-making circuit 121. For example,
when the vehicle roll-over condition is no longer present, the
decision-making circuit 121 may be configured to produce a suitable
signal on signal path 162A that causes the actuator 102, or other
suitable actuator, to retract or reset the one or more head
restraint cushions to the pre-deployed, or stored, positions.
[0118] In the embodiment illustrated in FIGS. 14A-16, the vehicle
safety seat 200 further includes an impact sensor module 160
mounted to the seat base 18 as shown. A voltage signal line 162B is
electrically connected at one end to a suitable voltage source (not
shown), and at its opposite end to the impact sensor module. In one
embodiment, as shown in FIG. 14B, the impact sensor module 160
includes any number, N, of conventional impact sensors,
IS.sub.1-IS.sub.N, wherein N may be any positive integer, as
illustrated in FIG. 14B. Each of the sensors IS.sub.1-IS.sub.N may
be variously oriented relative to the vehicle to thereby detect
vehicle impacts along any desired axis or angle relative to the
vehicle. In any case, the impact sensors IS.sub.1-IS.sub.N are each
electrically connected to a decision-making circuit (DC) 163 housed
within the impact sensor module 160. The impact sensors,
IS.sub.1-IS.sub.N, and the decision-making circuit 163 are each
connected to the voltage supply line 162B for receiving an
operating supply voltage. An impact signal line 162C is
electrically connected at one end to the decision-making circuit
163, and at its opposite end to the actuator 102.
[0119] In one embodiment, the decision-making circuit 163 includes
a conventional microprocessor or other processor circuit operable
to execute instructions in the form of one or more software
algorithms stored in memory. Alternatively, the decision-making
circuit 163 may include other conventional circuitry configured to
perform decision logic functions. In any case, the decision-making
circuit 163 is configured to process the one or more impact signals
produced by the one or more impact sensors, IS.sub.1-IS.sub.N, and
produce an impact signal on the signal path 162C upon detection of
a vehicle impact of sufficient severity. The impact sensor module
160 may further include alert notification circuitry 123 configured
to notify a person, business or other entity in the event of an
impact event. Such circuitry 123 may be similar to or identical to
the alert notification system 123 described hereinabove.
[0120] In the illustrated embodiment, the actuator 102 is
configured to be further responsive to the impact signal produced
by the impact sensor module 160 on the signal path 162C to pull the
suspension seat 12 toward the seat base 18 and hold the seat 12 in
its lowest position adjacent to or in contact with the seat base
18. Prior to this function, the actuator 102 may additionally be
configured to first take any slack out of the vehicle restraint
harness (112 of FIGS. 12-13) by controlling the cables 108A and
110A in a manner that tightens at least the lap portion 114 of the
restraint harness 112 about the occupant as described hereinabove.
This "pre-tensioning" step may be used to first secure the occupant
to seat 12 prior to securing the seat 12 to or near the seat base
18 as described above.
[0121] Alternatively or additionally, the signal path 162C may also
be electrically connected to the signal path 162A via a signal path
162D as shown in FIG. 14A. In this embodiment, the inflator 164 is
further responsive to the impact signal produced by the impact
sensor module 160 to deploy the inflatable air bladder 166. In
embodiments wherein the deployable restraint system includes one or
more resettable head restraint cushions as described hereinabove,
the actuator 102 or other suitable actuator may likewise be
responsive to the impact signal produced by the impact sensor
module 160 to deploy the one or more resettable head restrain
cushions. Such one or more head restraint cushions may be reset via
the impact sensor module as described hereinabove.
[0122] Referring now to FIG. 19, another embodiment of a vehicle
seat 151 is shown, which includes a vehicle seat in the form of a
suspension seat 12 having a seat base 18 mounted to a support
surface 21 of a motor vehicle. The vehicle safety seat 151 includes
many of the same structural components as the vehicle safety seats
of FIGS. 12-18, and like numbers are accordingly used to identify
like components. In this embodiment, the vehicle seat 151 includes
a number of integral seat occupant sensors configured to sense the
presence of the occupant, i.e., whether or not the seat 151 is
occupied by a person. Such sensors may be provided, for example, in
the form of weight sensors, heat sensors, pressure sensors, optical
sensors or the like In the illustrated embodiment, the vehicle seat
151 includes six such seat occupant sensors 155A-155F.
Illustratively, a first one of the sensors 155A is located in the
upper-middle of the seat back 16, and second and third ones of the
sensors 155B and 155C are located on either side of the seat back
16 adjacent to the arm rests. A fourth one of the sensors 155D is
located centrally at the end of the seat bottom 14, and fifth and
sixths ones of the sensors 155E and 155F are located on either side
of the seat bottom 14. All of the sensors 155A-155F are shown as
being electrically connected to the roll sensor module 140,
although they may alternatively be electrically connected to the
impact sensor module 160. In any case, the decision making circuit
in either module is operable, in one embodiment, to process the
signals produced by the sensors 155A-155F and determine therefrom
whether or not the seat 151 is occupied. Alternatively or
additionally, the decision making circuit may be operable to
determine, from the signals produced by the sensors 155A-155F, a
position of the occupant relative to the seat 151. In either case,
the decision making circuit is operable to suppress or inhibit
deployment or activation of any one or more of the vehicle seat
features illustrated and described herein if the seat 151 is not
occupied and/or if the seat 151 is occupied but the occupant is in
a position relative to the seat 151 that would make deployment or
activation of one or more of the vehicle safety seat features
unsafe or unnecessary. Those skilled in the art will recognize that
other conventional mechanisms may be used to determine whether or
not the seat 151 is occupied, and such other conventional
mechanisms are contemplated by this disclosure. Examples include,
but are not limited to, one or more seat belt latch detectors, one
or more optical, pressure, weight, heat or other sensor or
combination thereof, or the like.
[0123] Normally, as described herein, the decision making circuit
is configured to activate at least one of the safety mechanisms,
e.g., seat pull down mechanism, inflatable restraint, deployable
cushion restraint, etc., carried by the vehicle seat and upon
detection of a vehicle safety related event, e.g., vehicle impact
or collision, vehicle roll over, etc. However, if the decision
making circuit determines from at least one of the sensors
155A-155F that the vehicle seat 151 is not occupied, the decision
making circuit is configured to inhibit activation of the one or
more of the safety mechanism of the vehicle seat 151.
[0124] Referring now to FIGS. 20-21, yet another embodiment of a
vehicle safety seat 300 is shown and again includes a vehicle seat
in the form of a suspension seat 12 having a seat base 18 mounted
to a support surface 21 of a motor vehicle. The vehicle safety seat
300 includes many of the same structural components as the vehicle
safety seats of FIGS. 12-19, and like numbers are accordingly used
to identify like components. It will be understood, however, that
the above described feature of the actuator 102 being responsive to
a collision alert signal to move the vehicle restraint harness 112
is optional in this embodiment, and the collision alert system 120
and connecting signal path 122 are accordingly shown in FIG. 20 in
dashed-line form. The actuator 102, decision-making circuitry,
actuatable components 104A, 104B, 108B and 110B, impact sensor 160,
inflator 164 and air bladder 166, however, are included as shown.
It will further be understood that the vehicle safety seat 300
includes a vehicle restraint harness, such as the vehicle restraint
harness 112 illustrated in FIGS. 12 and 13, although such a
restraint harness is omitted from FIGS. 20-21 for brevity and ease
of illustration.
[0125] The vehicle safety seat 300 further includes another
deployable restraint system. In the illustrated embodiment, this
deployable restraint system is provided in the form of an
inflatable bladder 190 configured to deploy adjacent to one side of
the vehicle seat 12, e.g., the same side as the inflatable bladder
166, and extend in its deployed state between the seat bottom 14
and the seat back 16. In the illustrated embodiment, the inflatable
bladder 90 is provided in the form of a tube that is normally, in
its non-deflated state, carried within the seat bottom 14 and seat
back 16. The inflatable tube 190 is attached at one end to the seat
bottom 14 adjacent to or near a front portion of the seat bottom
14, and at its opposite end to the seat back 16 adjacent to or near
a top portion of the seat back 16 as shown. Portions of the vehicle
seat 12 are forced open during deployment the air bladder 190 so
that the air bladder 190 is positioned, in its deployed state,
between the seat bottom 14 and seat back 16 as shown. In the
illustrated embodiment, the inflator 164 is responsive to either,
or both of, the roll signal produced by the roll sensor module 140
and the impact signal produced by the impact sensor module 160, as
described hereinabove, to control the inflator device 164 to deploy
the inflatable air bladder 190. The inflatable air bladder 190 is
thus deployed upon detection of either, or both of, a vehicle
roll-over event and an impact of the vehicle of sufficient
severity. The inflatable air bladder 190 is positioned relative to
the seat 12 so that it deploys adjacent to the one side of the seat
back portion 16 and between the seat bottom 14 and seat back 16 to
thereby provide a cushioned restraint adjacent to the one side of
the vehicle seat.
[0126] In the embodiment illustrated in FIGS. 20-21, two inflatable
bladders 166 and 190 are provided. The bladder 166 provides for
occupant head protection and the bladder 190 restrains lateral
movement of the occupant. In one alternative embodiment, the
vehicle safety seat 300 may provide for two such air bladders 190;
one each positioned adjacent to a different side of the vehicle
seat 12 to thereby restrain lateral movement of the occupant in
either lateral direction. Alternatively or additionally, the
vehicle safety seat 300 may provide for two air bladders 166; one
each positioned adjacent to a different side of the vehicle seat 12
to thereby provide cushions for both sides of the occupant's head.
Alternatively still, the vehicle safety seat 300 may omit the
inflatable bladder 166 and provide only for one or more inflatable
bladders 190 positioned adjacent to one or more sides of the
vehicle seat 12.
[0127] In an alternative embodiment, the additional deployable
restraint system for the vehicle safety seat 300 may be or include
a resettable side restraint cushion mounted to the seat bottom 14,
seat back 16 or both. In this embodiment, the actuator 102 may be
structurally coupled to such a resettable side restraint cushion,
and the actuator 102 may be responsive to either, or both of, the
roll signal produced by the decision-making circuit 121 housed
within the roll sensor module 140 and the impact signal produced by
the decision-making circuit 163 to deploy such a side restraint
cushion. Alternatively, a separate actuator may be provided to
deploy the side restraint cushion in the manner just described. The
side restraint cushion is thus deployed upon detection of either
one or both of a vehicle roll-over condition and a vehicle impact
of sufficient severity. In another alternative embodiment, the
vehicle safety seat 300 may provide for two such side restraint
cushions; one each positioned adjacent to a different side of the
vehicle seat 12 to thereby provide cushions for both sides of the
occupant upon detection of either one, or both of, a vehicle roll
over event and a vehicle impact of sufficient severity. In any
case, the one or more side restraint cushions may be resettable
under the control of the decision-making circuit 121 and/or
decision-making circuit 163. For example, when the vehicle
roll-over condition and/or vehicle impact condition is no longer
present, the decision-making circuit 121 and/or decision-making
circuit 163 may be configured to produce a suitable signal that
causes the actuator 102, or other suitable actuator, to retract or
reset the one or more side restraint cushions to their
pre-deployed, or stored, positions.
[0128] Referring now to FIGS. 22-23, a further embodiment of a
vehicle safety seat 400 is shown and again includes a vehicle seat
in the form of a suspension seat 12 having a seat base 18 mounted
to a support surface 21 of a motor vehicle. The vehicle safety seat
400 includes many of the same structural components as the vehicle
safety seats of FIGS. 12-21, and like numbers are accordingly used
to identify like components. It will be understood, however, that
the above described feature of the actuator 102 being responsive to
a collision alert signal to move the vehicle restraint harness 112
is optional in this embodiment, and the collision alert system 120
and connecting signal path 122 are accordingly shown in FIG. 22 in
dashed-line form. The actuator 102, decision-making circuitry,
actuatable components 104A, 104B, 108B and 110B, impact sensor 160
and inflator 164, however, are included as shown. It will further
be understood that the vehicle safety seat 400 includes a vehicle
restraint harness, such as the vehicle restraint harness 112
illustrated in FIGS. 12 and 13, although such a restraint harness
is omitted from FIGS. 22-23 for brevity and ease of
illustration.
[0129] The vehicle safety seat 400 is similar to the vehicle safety
seat 300 illustrated in FIGS. 20-21, with the exception that the
two separate air bladders 166 and 190 are merged or integrated into
a single inflatable air bladder 210. The inflatable air bladder 210
is normally carried, in its non-inflated state, within the vehicle
seat 12, and is configured to deploy adjacent to one side of the
vehicle seat 12 and extend in its deployed state between the seat
bottom 14 and the seat back 16. In the illustrated embodiment, the
inflatable bladder 210 the inflatable bladder includes a first
bladder portion 214 configured to deploy adjacent to one side of
the seat back 16 portion about a head region of an occupant of the
vehicle seat 12 to thereby provide a cushion for one side of the
occupant's head. The inflatable bladder further includes a second
bladder portion 212 integral with the first bladder portion 214 and
configured to deploy adjacent to the one side of the vehicle seat
12. The second bladder portion 212 extends in its deployed state
between the seat back portion 16 of the vehicle seat 12 and the
seat portion 14 of the vehicle seat 12 to thereby provide a
cushioned restraint adjacent to the one side of the vehicle seat
12. The first bladder portion 214 thus provides for the function of
the inflatable bladder 166 of the embodiment of FIGS. 20-21 and the
second bladder portion 212 provides for the function of the
inflatable bladder 190 of the embodiment of FIGS. 20-21. In any
case, the inflator device 164 is responsive to either, or both of,
the roll signal produced by the roll sensor module 140 and the
impact signal produced by the impact sensor module 160 to deploy
the inflatable air bladder 210. In an alternative embodiment, the
vehicle safety seat 400 may provide for two such air bladders 210;
one each positioned adjacent to a different side of the vehicle
seat 12 to thereby restrain lateral movement of the occupant in
either lateral direction and provide a cushion for each side of the
occupant's head.
[0130] In an alternative embodiment, the inflatable air bladder 210
may be replaced with a resettable restraint cushion mounted to the
seat bottom 14, seat back 16 or both. In this embodiment, the
actuator 102 may be structurally coupled to such a resettable
restraint cushion, and the actuator 102 may be responsive to
either, or both of, the roll signal produced by the decision-making
circuit 121 housed within the roll sensor module 140 and the impact
signal produced by the decision-making circuit 163 to deploy such a
side restraint cushion. Alternatively, a separate actuator may be
provided to deploy the restraint cushion in the manner just
described. The restraint cushion is thus deployed upon detection of
either one or both of a vehicle roll-over condition and a vehicle
impact of sufficient severity. In this embodiment, such a restraint
cushion may include a first cushion portion positioned in the
deployed position to provide a restraint cushion for the occupant's
head in the same manner as the first bladder portion 214 just
described, and a second cushion portion positioned in the deployed
position to provide a side restraint in the same manner as the
second bladder portion 212 just described. In another alternative
embodiment, the vehicle safety seat 400 may provide for two such
side restraint cushions; one each positioned adjacent to a
different side of the vehicle seat 12 to thereby provide such
cushions on both sides of the occupant upon detection of either
one, or both of, a vehicle roll over event and a vehicle impact of
sufficient severity. In any case, the one or more restraint
cushions may be resettable under the control of the decision-making
circuit 121 and/or decision-making circuit 163. For example, when
the vehicle roll-over condition and/or vehicle impact condition is
no longer present, the decision-making circuit 121 and/or
decision-making circuit 163 may be configured to produce a suitable
signal that causes the actuator 102, or other suitable actuator, to
retract or reset the one or more restraint cushions to their
pre-deployed, or stored, positions.
[0131] It has been described hereinabove with respect to FIGS. 12,
14B and 15B that the vehicle safety seat 100 or 200 may include a
notification system 123 configured to transmit a notification
signal upon detection of a collision or vehicle roll over event. It
will be understood that such a notification system 123 may
generally be configured to transmit a notification signal upon
detection of any vehicle safety related event. Examples of vehicle
safety related event detection systems that may be mounted to or
carried by the vehicle seat and that may be configured to produce
an event signal upon detection of a vehicle safety related event
include, but should not be limited to, a roll sensor configured to
produce the event signal upon detection of a vehicle roll over
event, an impact or collision sensor configured to produce the
event signal upon detection of a vehicle impact of sufficient
severity, a vehicle or engine monitor configured to produce the
event signal upon detection of an inoperable vehicle and/or a
vehicle having compromised operability, a medical condition monitor
configured to produce the event signal upon detection of a
predefined medical condition of a driver of the vehicle, etc. As
one specific example of the latter, the vehicle safety related
event detection system may be a blood alcohol monitor which may be
configured to produce the event signal upon detection of a blood
alcohol content of the driver that is above a predefined blood
alcohol level. It will be understood that other medical condition
monitoring systems are contemplated by the present disclosure. In
any case, the notification system responsive to the event signal to
transmit a notification signal to a remote location. In any case,
the notification system 123 may illustratively include a
conventional cellular telephone system configured to transmit the
notification signal by placing a call to the remote location.
Alternatively or additionally, the notification system 123 may
include a satellite transmission system configured to transmit the
notification signal via satellite transmission. The notification
system 123 may further include a global positioning system
configured to determine a geographical location of the vehicle. In
this case, the event signal may include information relating to the
geographical location of the vehicle.
[0132] Referring now to FIGS. 24 and 25, one embodiment of a
vehicle seat 500 is shown in the form of a suspension seat having a
seat base 18 mounted to a support surface 21 of a motor vehicle.
The suspension seat 500 is mounted to the seat base 18 via a
conventional suspension mechanism (not shown). In the illustrated
embodiment, the suspension mechanism is covered by a suitable cover
or wrap 25, although such a cover or wrap 25 need not be related to
the functionality of the suspension mechanism. The suspension
mechanism may illustratively be a conventional pneumatic suspension
mechanism, although the suspension mechanism may alternatively be a
strictly mechanical, electro-mechanical, hydraulic,
electro-hydraulic, electro-pneumatic, or like mechanism, or any
combination thereof. In any case, the suspension mechanism is
operable in a known manner to suspend the suspension seat 500 above
the seat base 18 and at least somewhat isolate the seat 500 from
vibrations, road noise and the like that are impressed upon the
support surface 21 of the vehicle during normal vehicle operation.
The suspension seat 10 itself includes a seat bottom 14 mounted to
the suspension mechanism and a seat back 16 extending upwardly and
away from the seat bottom 14.
[0133] The suspension seat 500 may further include a seat pull-down
mechanism (not shown) that is configured to pull the suspension
seat 500 down to, or near, the support surface 21 in the event of a
vehicle rollover event and/or a vehicle impact of sufficient
severity.
[0134] A multiple-point restraint harness is at least partially
mounted to the vehicle seat 500. In the example illustrated in
FIGS. 24 and 25, the multiple-point restraint harness is a
conventional four-point restraint harness 530 including a first lap
web or belt 532A, a second lap web or belt 532B, a first shoulder
web or belt 534A, a second shoulder web or belt 534A and a central
web or belt attachment mechanism 545 configured to releasably
attach or engage the free ends of the webs or belts 532A, 532B,
534A and 534B to secure the webs or belts 532A, 532B, 534A and 534B
about an occupant of the seat. The webs or belts 532A, 532B, 534A
and 534B are positionable about an occupant of the seat in a
conventional manner in that the web or belt 534A extends over a
right shoulder of the occupant, the web or belt 534B extends over
the left shoulder of the occupant, and the webs or belts 532A and
532B extend upwardly across a lap of the occupant.
[0135] One end of the lap web or belt 532A is secured to a
conventional web retractor 538A that is secured to a web anchor
plate 539A. The opposite end of the lap web or belt 532A is the
free end described above, and is attached to a conventional tongue
member configured to releasably engage the web or belt attachment
mechanism 545 which, in this embodiment, is provided in the form of
a conventional buckle member. Likewise, one end of the lap web or
belt 532B is secured to a conventional web retractor 538B that is
secured to a web anchor plate 539B. The opposite end of the lap web
or belt 532B is the free end described above, and is attached to
the web or belt mechanism 545 provided in the form of a
conventional buckle member. In one alternative embodiment, either
one or both of web retractors 538A and 538B may be integral with
the web anchor plates 539A and 539B respectively. In another
alternative embodiment, either or both of the web retractors 538A
and 538B may be omitted, and either or both of the lap webs or
belts 532A and 532B may be secured directly to the web anchor
plates 539A and 539B respectively.
[0136] One end of the shoulder web or belt 534A is secured to, or
integral with, another web or belt 534C. The opposite end of the
lap web or belt 534A is the free end described above, and is
attached to a conventional tongue member configured to releasably
engage the web or belt attachment mechanism 545 provided in the
form of a conventional buckle member. Likewise, one end of the lap
web or belt 534B is secured to, or integral with, the web or belt
534C. The opposite end of the lap web or belt 534B is the free end
described above, and is also attached to a conventional tongue
member configured to releasably engage the web or belt attachment
mechanism 545 provided in the form of a conventional buckle member.
It will be understood that the buckle 545 may alternatively be
attached to the free end of any of the webs or belts 532A, 532B,
534A and 534B, or that the buckle and various buckle-engaging
tongues may be reversed, in that conventional buckles may be
attached to the free ends of any three of the webs or belts 532A,
532B, 534A and 534B, and that a conventional buckle-engaging tongue
may be attached to the free end of the remaining web or belt 532A,
532B, 534A and 534B.
[0137] The opposite end of the web or belt 534C is, in the
illustrated embodiment, attached to another conventional web
retractor 538C that is mounted to the seat 500. More specifically,
the web retractor 538C in the illustrated embodiment is mounted to
an attachment plate 566A of a resettable web pre-tensioning device
560 that is mounted to the seat 500 as will be described in greater
detail hereinafter. In one alternative embodiment, the web
retractor 538C may be attached directly to the seat. In another
alternative embodiment, the web retractor 538C may be omitted, and
the opposite end of the web or belt 534C may be attached directly
to the attachment plate 566A or to the seat 500.
[0138] A resettable web pre-tensioning system 550 is operatively
coupled to the suspension seat 500 and includes a resettable web
pre-tensioning device 560, an air pressure control unit 600 in
fluid communication with the resettable web pre-tensioning device
560 and with a pressurized air source 614, and a web pre-tension
and reset control module 610 in data communications with the air
pressure control unit 600. The pressurized air source 614 may be an
existing pressurized air source carried by the vehicle or may
alternatively be an auxiliary source of pressurized air provided
for operation of the system 550 described herein. The resettable
web pre-tensioning device 560 is mounted to the seat 500 via a
number of mounting plates and appropriate attachment members. In
the illustrated embodiment, for example, a pair of mounting plates
566A and 566B are attached, one each near opposite ends of the
device 560, and a mounting plate 566C is attached substantially
centrally to the device 560. The mounting plates 566A and 566B are
attached via one or more suitable fixation or attachment members to
opposite sides of the vehicle seat 500, and the mounting plate 566C
is attached via one or more suitable fixation or attachment members
to the seat 500, as shown. In alternative embodiments, more or
fewer such mounting plates may be provided and positioned at
various locations relative to the device 560 and/or seat 500. While
some of the remaining components of the system 550 are shown in
FIG. 25 as being mounted and/or mountable to the seat 500 and some
are not, the present disclosure contemplates that any one, all,
none, or some combination of the components 600, 610 and 614 may be
mounted to the seat 500.
[0139] In the illustrated embodiment, the web pre-tension and reset
control module 610 has an electrical connector 612A that is
electrically connectable to a mating electrical connector 612B. The
electrical connector 612B is electrically connected to one end of
an electrical cord or cable 612C comprising one or more separate
electrically conductive wires or conduction paths, the opposite end
of which is electrically connected to the air pressure control unit
600. Another electrical cord or cable 612D extends outwardly from
the air pressure control unit 600 and terminates at an electrical
connector 612E. The electrical connector 612E is electrically
connectable to a suitable voltage source; e.g., vehicle battery or
vehicle ignition line (not shown), and the electrical cord or cable
612D is thus configured to provide a source voltage to the air
pressure control unit 600. The electrical cord or cable 612C
includes a sufficient number of conduction paths to provide the
source voltage and ground reference to the web pre-tension and
reset control module 610, and to also transfer control and/or data
signals between the module 610 and the control unit 600. It will be
understood that other electrical connection schemes may be used to
provide electrical power to, and transfer information between, the
module 610 and control unit 600, and that any such alternate
schemes are contemplated by this disclosure.
[0140] In general, the web pre-tension and reset control module 610
includes at least one decision making circuit 611 electrically
connected to the electrical connector 612A and in data
communication with one or more web pre-tension and reset control
units 613 each operable to monitor and detect occurrences of one or
more web pre-tensioning and/or reset events. In one embodiment, the
decision-making circuit 611 includes a conventional microprocessor
or other processor circuit operable to execute instructions in the
form of one or more software algorithms stored in memory.
Alternatively, the decision-making circuit 611 may include one or
more general-purpose and/or application-specific circuits
configured to perform at least the functions described herein.
[0141] In one illustrative embodiment, the web pre-tension and
reset control unit 613 may be or include a conventional collision
alert system. The collision alert system further includes at least
one radar antenna (not shown) suitably mounted to the vehicle, and
signal processing circuitry configured to discern whether an object
is in the path of the vehicle and whether a collision with the
object is likely to occur under present operating conditions. Such
a collision alert system may further be configured to provide an
estimate of the time to impact with such an object. An example of
one such a collision alert system is the VORAD.RTM. collision
warning system produced by Eaton Corporation based in Cleveland,
Ohio. Those skilled in the art will recognize, however, that other
conventional collision warning or alert systems may be used. In any
case, the signal processing circuitry included with the collision
alert system is operable to produce a collision alert signal upon
detection of an impending collision with an object in the path of
the vehicle carrying the seat 500, and to provide the collision
alert signal to the decision making circuit 611.
[0142] In another illustrative embodiment, the web pre-tension and
reset control unit 613 may be or include a conventional vehicle
roll over detection system. The vehicle roll over detection system
includes at least one conventional roll sensor operable to monitor
one or more vehicle roll over conditions and produce at least one
roll over signal indicative of a vehicle roll over event, and to
provide the roll over signal to the decision making circuit 611. In
a further illustrative embodiment, the web pre-tension and reset
control unit 613 may be or include a conventional vehicle impact
detection system. The vehicle impact detection system includes at
least one conventional impact sensor operable to monitor one or
more vehicle impact conditions and produce at least one impact
signal indicative of an impact of the vehicle of sufficient
severity, and to provide the impact over signal to the decision
making circuit 611. Those skilled in the art will recognize other
sensors and/or systems that may be, or be included with, the web
pre-tension and reset control unit 613, and any such other sensors
and/or systems are intended to fall within the scope of this
disclosure. Examples of such other sensors and/or systems may
include, but are not limited to, sensors and/or systems for
detecting a vehicle operator falling asleep, sensors and/or systems
for detecting vehicle sliding or skidding conditions, sensors
and/or systems for detecting vehicle runaway conditions, or the
like. Any such sensors and/or systems may be operable to produce a
web pre-tension signal, in the form of an operator alert signal,
and to provide the operator alert signal to the decision making
circuit 611.
[0143] Referring to FIGS. 24-27, the resettable web pre-tensioning
device 560 includes a housing or carrier 565 having a number of
mounting plates, brackets or flanges 566A, 566B and 566C mounted
thereto for mounting and securing the device 560 to the vehicle
seat 500 as described hereinabove. The housing or carrier 565
defines a pair of juxtaposed longitudinal chambers 565E and 565F
therethrough for receiving a corresponding pair of web actuators
568 and 570 respectively therein. Each of the web actuators 568 and
570 include a guide member 582 extending into a housing 572 and
longitudinally movable within a channel defined by the housing 572.
The free end of the guide member 582 extending from the web
actuator 568 is secured to a one end of a cable or other suitable
linkage member 562 having an opposite end secured to the web anchor
plate 539B at a web attachment point 536. Likewise, the free end of
the guide member 582 extending from the web actuator 570 is secured
to one end of another cable or other suitable linkage member 564
having an opposite end secured to the web anchor plate 539A at a
web attachment point 542. The web actuators 568 and 570 are thus
operatively coupled to the lap webs or belts 532A and 532B of the
restraint harness 530 via the guide members 582, the cables 562 and
564 and the web anchor plates 539A and 539B respectively.
[0144] The air pressure control unit 600 has an air inlet 616
fluidly connected to an air outlet of the pressurized air source
614 via an air line 618. One air inlet/outlet 620 of the air
pressure control unit 600 is fluidly connected to air inlet/outlet
ports 622 and 624 of the web actuators 568 and 570 respectively via
an air line 626, and another air inlet/outlet 628 of the air
pressure control unit 600 is fluidly connected to air inlet/outlet
ports 630 and 632 of the web actuators 568 and 750 respectively via
an air line 634. In the embodiment illustrated in FIGS. 26 and 27,
the housing or carrier 565 of the resettable web pre-tensioning
device 560 defines a number of open slots 565A, 565B, 565C and 565D
that align with corresponding ones of the air inlet/outlet ports
630, 624, 622 and 632 respectively of the web actuators 568 and 570
when the web actuators are received within the longitudinal
chambers 565E and 565F respectively. The air line 626 forms a
Y-connection, with one branch 626A being connected to the air
inlet/outlet 622 of the web actuator 568 and the other branch 626B
being connected to the air inlet/outlet 624 of the web actuator
570. Likewise, the air line 634 forms a Y-connection, with one
branch 634A being connected to the air inlet/outlet 630 of the web
actuator 570 and the other branch 634B being connected to the air
inlet/outlet 632 of the web actuator 568. In an alternative
embodiment, the air pressure control unit 600 may have separate air
inlets/outlets for each of the air inlet/outlet ports 622, 624, 630
and 632 of the resettable web pre-tensioning device 560. In any
case, the air pressure control unit 600, in one embodiment,
includes a number of conventional electro-mechanical air valves
that may be controlled by the decision making circuit 611 to
selectively provide air pressure from the source 614 to any one or
combination of the various air inlet/outlet ports 622, 624 and
630,632 of the resettable web pre-tensioning device 560, and to
selectively allow pressurized air to escape from any one or
combination of the various air inlet/outlet ports 622, 624 and
630,632 of the resettable web pre-tensioning device 560.
[0145] The decision making circuit 611 is responsive to a
pre-tension signal produced by any one or more of the web
pre-tension and reset control units 613 in the form of, for
example, the collision alert signal, the roll over signal, the
impact signal, the operator alert signal, or other web pre-tension
signal, to control the air pressure control unit 600 in a manner
that causes the web actuators 568 and 570 to draw the cables 562
and 564 into the housing or carrier 565. The cables 562 and 564, in
turn, pull the restraint harness anchor plates 539A and 539B
downwardly away from the seat bottom 14, thereby drawing the
interconnected lap webs or belts 532A and 532B and the shoulder
webs or belts 534A and 534B of the restraint harness 530 downwardly
toward the seat bottom 14. This action thus causes the restraint
harness 530 to tighten around the occupant of the seat 500. In this
way, the decision making circuit 611 is responsive to a pre-tension
signal to control the air pressure control unit 600 in a manner
that moves the web actuators 568 and 570 to web pre-tension
positions relative to the housing or carrier 565.
[0146] In one embodiment, if the impending event that triggered
production of the pre-tension signal (e.g., impending collision
with a body, vehicle roll over, vehicle impact, etc.) fails to
occur, does not occur with sufficient severity, or after a
predefined time period has elapsed since the pre-tension signal was
produced, the one or more web pre-tension and reset control units
613 that produced the pre-tension signal then produces a reset
signal. In this embodiment, the decision making circuit 611 is
responsive to the reset signal produced by any one or more of the
web pre-tension and reset control units 613 to control the air
pressure control unit 600 in a manner that causes the web actuators
568 and 570 to extend the cables 562 and 564 outwardly from the
housing or carrier 565 to release the pre-tension on the web anchor
plates 539A and 539B and the restraint harness 530, and accordingly
return the web anchor plates 539A and 539B, and thus the restraint
harness 530, to their default positions. In their default
positions, the restraint harness anchor plates 539A and 539B
provide for a conventional amount of slack in the restraint harness
530. In this way, the decision making circuit 611 is responsive to
a reset signal to control the air pressure control unit 600 in a
manner that moves the web actuators 568 and 570 to web reset
positions.
[0147] Alternatively or additionally, the decision making circuit
611 may, on its own, control the air pressure control unit 600 in a
manner that moves the web actuators 568 and 570 to web reset
positions after passage of a predetermined time period since
receiving the web pre-tension signal. As an example of each
embodiment, an on-board collision alert or warning system of the
type described hereinabove may produce a pre-tension signal upon
detection of a structure in the path of the vehicle with which
impact is imminent. In response, the decision making circuit will
control the air pressure control unit 600 in a manner that moves
the web actuators 568 and 570 to their pre-tension positions, thus
pre-tensioning the restraint harness 530. The vehicle operator may
then employ the vehicle braking system and/or take evasive action
to avoid the collision. With the collision avoided, the collision
alert or warning system may then produce a web reset signal, to
which the decision making circuit 611 is responsive to control the
air pressure control unit 600 in a manner that results in a reset
of the restraint harness 530 to its default position as just
described. Alternatively or additionally, the decision making
circuit 611 may, after the passage of a predefined time period
since the web pre-tension signal was produced, control the air
pressure control unit 600 on its own in a manner that results in a
reset of the restraint harness 530 to its default position.
[0148] In embodiments of the illustrated and described seat 500
that include one or more of the retractors 538A, 538B and 538C, any
one or more such actuators may further include a conventional
electronic locking mechanism responsive to a locking control signal
on a corresponding signal path 537A, 537B and 537C respectively to
lock any one or more of the webs or belts 532A, 532B and 534C to a
corresponding retractor 538A, 538B and 538C. In embodiments wherein
the decision making circuit 611 is responsive to a pre-tension
signal produced by any one or more of the web pre-tension and reset
control units 613 to control the air pressure control unit 600 in a
manner that causes the web actuators 568 and 570 to draw the cables
562 and 564 into the housing or carrier 565 to their pre-tension
positions, wherein the event resulting in the production of the
pre-tension signal would not otherwise result in inertial locking
of any one or more of the retractors 538A, 538B and 538C, the
decision making circuit 611 may further be configured to produce
the one or more locking control signals to thereby electronically
lock corresponding ones of the one or more retractors 538A, 538B
and 538C prior to controlling the air pressure control unit 600 in
a manner that controls the web actuators 568 and 570 to their
pre-tensioning positions. Thus, in cases where the pre-tension
signal is produced by the decision making circuit 611 in the form
of, for example, the collision alert signal, the operator alert
signal, or other web pre-tension signal indicative of a non-impact
or non-roll over event, the decision making circuit 611 is first
operable to lock one or more of the retractors 538A, 538B and 538C.
When the decision making circuit 611 thereafter controls the air
pressure control unit 600 in a manner that controls the web
actuators 568 and 570 to their pre-tensioning positions, the one or
more locked retractors 538A, 538B and 538C will be inhibited from
paying out any web, thereby allowing the resettable web
pre-tensioning device 560 to pre-tension the restraint harness 530
as described hereinabove. In one alternative embodiment, the
electronic web locking mechanism of any one or more of the web
retractors 538A, 538B and/or 538C may be replaced with a
conventional air-pressure controlled actuator responsive to
suitable air pressures supplied by the air pressure control unit
600 to control locking and unlocking thereof. In this embodiment,
one or more additional air lines may be provided between the air
control unit 600 and the one or more retractors 538A, 538B and
538C, and the decision making circuit 611 may be configured to
control the operation of the air pressure control unit 600 in a
conventional manner to control locking and unlocking of the one or
more retractors 538A, 538B and 538C.
[0149] Referring now to FIG. 28 an exploded view of one embodiment
of either of the web actuators 568, 570 of FIG. 27 is shown. In the
illustrated embodiment, the web actuator 568, 570 includes an
elongated housing 572 defining a channel 576 longitudinally
therethrough. An end cap 574 is attached to one end of the housing
572, wherein the end cap 574 defines the air inlet/outlet port 630,
632. In the illustrated embodiment, the end cap 574 is threaded,
and the end of the housing 572 is correspondingly threaded to
threadingly receive the end cap 574 to form an air-tight seal
therebetween. Alternatively, other conventional structures and/or
techniques may be used to attach the end cap 574 to end of the
housing 572. Any such attachment mechanism should form an air-tight
seal between the housing 572 and the end cap 574.
[0150] A piston assembly 578 is configured to be received within
the channel 576 of the housing 572, and to be linearly and
longitudinally movable in either direction along the channel 576.
Another end cap 580 is configured to be attached to the open end of
the housing 572 after the piston assembly 578 is received therein.
In the illustrated embodiment, the end cap 580 is threaded and the
open end of the housing 572 is correspondingly threaded so that the
end cap 580 threadingly engages the housing 572. Alternatively,
other conventional structures and/or techniques may be used to
attach the end cap 80 to the housing 572, and any such attachment
mechanism should form an air-tight seal between the end cap 580 and
the housing 572. In the illustrated example, an O-ring 81 is shown
as being positioned between the end cap 584 and the housing 572 for
the purpose of facilitating an air-tight seal between the end cap
580 and the housing 572. Although not specifically illustrated in
FIG. 28, a similar O-ring may be positioned between the end cap 574
and the housing 572 to facilitate an air-tight seal therebetween.
The O-ring 581 may be formed of any suitable flexible, rigid or
semi-rigid material. Examples include, but are not limited to,
rubber, nylon, or the like.
[0151] The end cap 580 defines a bore therethrough, and one end 584
of the guide member 582 extends through the bore in the end cap 580
and is mounted to the piston assembly 578 so that the piston
assembly 578 and the guide member 582 are together movable in
either longitudinal direction along the channel 576 formed in the
housing 572. The opposite end 86 of the guide member 582 is
configured to be secured to the cable 562, 564 (not shown in FIG.
28) in a conventional manner. Through the structural connections of
the cable 562, 564 described hereinabove, the end 586 of the guide
member 582 is thus secured to the restraint harness 530. The piston
assembly 578 and guide member 582 are therefore together movable
linearly along the channel 576 between a web pre-tensioning
position and a web reset position as these terms are described
hereinabove, and in the piston assembly 578 and guide member 582
thus form a linear actuator configured to move the cables 562 and
564 between the pre-tensioning and reset positions.
[0152] The piston assembly 578 includes a piston member 588
defining a bore or channel 588A therethrough terminating at a
piston end 588B. A portion 588C of the sidewall of the piston
member 588 is deformable in a manner that will be described
hereinafter. In the illustrated embodiment, the deformable portion
588C completely circumscribes the sidewall of the piston member
588. Alternatively, the deformable portion 588C may be confined to
a single location relative to the sidewall or extend only partially
about the sidewall of the piston member 588. In any case, the outer
sidewall of the piston member 588 further defines a groove or a
channel thereabout adjacent to the end 599B, and a sealing member
589 is sized to be received within the channel or groove adjacent
to the end 588B. The piston member 588 and the sealing member 589
are both sized so that the piston member 588 forms an air-tight
seal between the open end 588A and the closed end 588B when the
piston assembly 578 is received within the channel 576 of the
housing 572. The sealing member 589, as with the sealing member 81,
may thus be formed of any suitable material for facilitating an
air-tight seal, examples of which include, but are not limited to,
rubber, nylon, or the like.
[0153] A load member 90 is sized to be received within the piston
member 588, and defines a bore therethrough that is sized to
receive the end 854 of the guide member 582 therein. In one
embodiment, the guide member 582 is threaded near its end 584 and
the load member 590 is complimentarily threaded so that the guide
member 582 is secured to the load member 590 via threaded
engagement between the end 584 of the guide member 582 and the load
member 590. Alternatively, the end 584 of the guide member 582 may
be secured to the guide member 590 in any conventional manner. In
any case, the guide member 582 and the load member 590 are secured
together so that they move together relative to the channel 576 in
the housing 572. In the illustrated embodiment, the load member 590
is wedge-shaped in cross-section between a reduced cross-section
portion 590B and an end 590C of the load member 590. The outer
surface 590A defined between the reduced cross-section portion 590B
and the end 590C is sloped such that the cross-sectional area of
the load member 590 increases between the reduced cross-section
portion 590B and the end 590C. The outer surface 590A of the load
member 590 thus slopes away from the inner sidewall of the piston
member 588 in a direction away from the closed end 588B of the
piston member 588.
[0154] A locking member 592 is sized to be positioned between the
reduced cross-section portion 590B of the load member 590 and the
inner sidewall of the piston member 588 when the load member 590 is
received within the piston member 588. In the illustrated
embodiment, the locking member 592 comprises a number of bead
members sized to be positioned adjacent to the reduced
cross-section portion 590A of the outer surface of the load member
590 so that when so positioned, the load member 590 may move
longitudinally through the piston member 588 unimpeded by the
locking member 592. Alternatively, the locking member 592 may
comprise one or more bead members sized to be positioned relative
to the reduced cross-section portion 590A of the load member 590 at
a single location or extending at least partially about the outer
surface of the load member 590. The bead members illustrated in
FIG. 28 are circular in cross-section. Alternatively one or more of
the bead members may have other or different cross-sectional
shapes. The piston assembly 578 further includes a retaining member
596 positioned over the guide member 582, and a spring member 594
positioned between the retaining member 596 and the load member
590. The retaining member 596 is configured to mount to the open
end 588A of the piston member 588.
[0155] Referring now to FIGS. 30A-30C, operation of the re-settable
web pre-tensioning device 560 will now be described. FIGS. 30A and
30B are both cross-sectional views of the re-settable web
pre-tensioning device 560 as viewed along section lines 30A, B-30A,
B of the end-view of the device 560 illustrated in FIG. 29. In the
illustrated embodiment, the piston assembly 578 defines two
separate air-tight spaces between the end caps 574 and 580 of the
linear web actuator 568, 570. Specifically, a first space 576A is
defined between the piston assembly 578 and the end cap 574, and a
second space 576B is defined between the piston assembly 578 and
the end cap 580. The piston assembly 578 forms an air-tight seal
between the two spaces 576A and 576B as described hereinabove. The
air inlet/outlet port 630, 632 defined in the end cap 574 is in
fluid communication with the space 576A, and the air inlet/outlet
port 622, 624 defined in the end cap 580 is in fluid communication
with the space 576B. Generally, the piston assembly 578 is movable
within the channel 576 of the web actuator 568, 570 between the web
pre-tensioning and web reset positions described hereinabove as a
function of pressure levels within the spaces 576A and 576B. For
example, in the web reset position, which is the normal or default
position of the web assembly 530 described hereinabove, the
decision making circuit 611 (FIG. 24) is operable to control the
air pressure control unit 600 in a manner that establishes a higher
air pressure in the space 576A than in the space 576B to thereby
force the piston assembly 578 toward the end cap 580 to a web reset
position relative to the housing 572 as illustrated by example in
FIG. 30A. In this position, the end 586 of the guide member 582
extends a predetermined distance from the end cap 580, thereby
establishing the reset or default position of the restraint harness
530.
[0156] In the web pre-tensioning position, in contrast, the
decision making circuit 611 is operable to control the air pressure
control unit 600 in a manner that allows some air to escape from
the space 576A while increasing the pressure in the space 576B so
that the piston assembly 578 moves toward the end cap 574 to the
web pre-tensioning position as illustrated by example in FIG. 30B.
In this position, the end 586 of the guide member 582 extends a
shorter distance from the end cap 580 than in the web reset
position. As a result, the restraint harness 530 is moved to its
web pre-tension position as described hereinabove. It will be
understood that, depending upon the application, either one or both
of the web actuators 568 and 570 may be controlled, as just
described, to selectively control the web actuators 568 and 570
between their web pre-tension positions and their web reset
positions respectively.
[0157] During normal (e.g., non-impact, non-rollover, etc.)
operation, the decision making circuit 611 may be operable as
described hereinabove to selectively move either or both of the web
actuators 568 and 570 between their web pre-tension and web reset
positions as described hereinabove. During such operation, as
illustrated in FIGS. 30A and 30B, the load member 590 is maintained
at or near the closed end 588B of the piston member 588 and the
locking member 592 is, as a result, maintained at or near the
reduced cross-section portion 590B of the outer surface 590A of the
load member 590. However, under impact, rollover and/or other
events that may cause the occupant of the seat 500 to exert a force
on the restraint harness 530 in a direction away from the end 586
of the guide members 582, the locking member 592 is configured to
lock the piston assembly 578 to the housing 572.
[0158] The pressure within the air space 576B generally applies a
force to the retaining member 596 that is greater than the biasing
force of the spring member 594. Thus, when no force, or a force
that is insufficient to overcome the bias of the spring member 594,
is applied to the guide member 582 in a direction away from the web
actuator 568, 570, the load member 590 is forced by the bias in the
spring member 594 into engagement with the closed end 588B of the
piston member 588. However, when a force sufficient to overcome the
bias in the spring member 594 is applied to the guide member 582 in
a direction that draws the end 586 away from the end cap 580, such
as during an impact, vehicle rollover, or the like, the guide
member 582 draws the load member 590 toward the retaining member
596, thereby compressing the spring member 594, as illustrated in
the magnified cross-sectional view of FIG. 30C. As this occurs, the
locking member 592 travels along the sloped outer surface 590A of
the load member 590. As travel of the load member 590 toward the
retaining member 596 continues, the sloped outer surface 590A of
the load member 590 forces the locking member 592 into the sidewall
of the piston member 588. As the force between the outer surface of
590A of the load member 590 on the locking member 592 becomes
sufficiently high, the deformable portion 588C of the piston member
588 will deform outwardly toward the sidewall of the channel 576
defined through the housing 572. As deformation of the piston
member 588 occurs as the result of movement of the load member 590
toward the retaining member 596, the outer surface 590A of the load
member 590 forces the locking member 592 into engagement between
the load member 590 and the housing 572 of the web actuator 568,
570 with the piston member 588 positioned therebetween. As the load
member 590 continues to move toward the retaining member 596, the
increasing force of the locking member 592 with the housing 572
eventually causes the housing 572 to deform at a region 572A,
thereby forcing the locking member 592 into locking engagement with
the housing 570, with the deformed piston member 588 positioned
therebetween.
[0159] Referring now to FIG. 31, a flow chart is shown illustrating
one illustrative embodiment of a software algorithm 650 for
controlling the re-settable web pre-tensioning device 560 between
the web pre-tension and web reset positions described hereinabove.
The algorithm is stored in a memory associated with the decision
making circuit 611, and is executed by the decision making circuit
611 in a conventional manner. The algorithm 650 begins at step 652,
and thereafter at step 654 the decision making circuit 611 is
operable to monitor one or more restraint pre-tensioning
indicators. The restraint pre-tensioning indicators may be or
include any one or more of the web pre-tension signals described
hereinabove including, but not limited to, a collision alert
signal, a rollover signal, an impact signal, a vehicle stability
signal produced by a conventional vehicle stability monitoring
system, a sleepy driver signal produced by a conventional sleepy
driver detection system, a continuous operation alert signal
produced by a conventional vehicle operation monitoring system, a
medical alert signal produced by a conventional body condition
monitoring system, etc. A conventional vehicle stability monitoring
system may, for example, be responsive to any one or more of
vehicle pitch, roll and/or yaw, detected wheel slippage, vehicle
acceleration and/or the like to determine whether current vehicle
operation is stable and, if not, to produce a web pretension
signal. A conventional sleepy driver detection system may, for
example, be responsive to driver head and/or torso position and/or
motion to determine whether the driver is asleep or is about to
fall asleep and, if so, to produce a web pretension signal. A
conventional vehicle operation monitoring system may, for example,
be configured to monitor operation of the vehicle, and to produce a
web pretension signal if the vehicle operation monitoring system
determines that the vehicle and/or engine has been continuously
operating for more than a predefined time period. A conventional
body condition monitoring system may, for example, be configured to
monitor a condition, e.g. a medical condition, of the driver and to
produce a web pretension signal if the medical condition of the
driver falls below a predefined threshold, rises above a predefined
threshold and/or falls outside of a predefined range of values.
Examples of medical conditions that may be monitored include, but
should not be limited to, heart rate, blood glucose level, blood
pressure, blood alcohol level, and the like.
[0160] Following step 654, the decision making circuit 611 is
operable at step 656 to determine, based on the monitoring step 654
whether a restraint pre-tensioning event has occurred. If not,
execution of the algorithm 650 returns to step 654. If, on the
other hand, the decision making circuit 611 has determined that a
restraint pre-tensioning event has occurred, execution of the
algorithm 650 advances to step 658 where the decision making
circuit 611 is operable to control the air pressure control unit
600 in a manner that actuates the web actuator 568 and/or the web
actuator 570 to pre-tension the occupant restraint harness 530 as
described hereinabove. The decision making circuit 611 may be
configured to control the air pressure control unit 600 differently
for different web pre-tensioning events, and in any case may be
configured to control the air pressure control unit 600 to actuate
the web actuator 568 and/or the web actuator 570 any number of
times according to any desired actuation pattern.
[0161] Following step 658, the decision making circuit 611 is
operable at step 660 to monitor one or more restraint pre-tension
or reset indicators. The restraint pre-tension or reset indicators
may be or include, but are not limited to, web reset signals
produced by any one or more of the web pre-tension and reset
control units 613 described hereinabove, passage of a
pre-determined amount of time following production of a web
pre-tension signal, or the like. In any case, execution of the
algorithm 650 advances from step 660 to step 662 where the decision
making circuit 611 is operable to determine whether, from the
monitoring step 660, any restraint pre-tension reset condition has
occurred. If not, execution of the algorithm 650 loops back to step
660. If, on the other hand, a decision making circuit 611
determines at step 660 that a restraint pre-tension reset condition
has occurred, execution of the algorithm advances to step 664 where
the decision making circuit 611 is operable to control the air
pressure control unit 600 in a manner that results in resetting of
the web actuators 568 and/or 570 to their web reset positions as
described hereinabove.
[0162] Referring now to FIG. 32, a vehicle suspension seat 500' is
shown. In this embodiment, the resettable web pre-tensioning device
560' has mounted thereto on either side a pair of retractors 704A
and 704B with corresponding webs 700A and 700B extending therefrom.
The free ends 702A and 702B of the webs 700A and 700B are secured
to the support surface 21; e.g., the floor of the vehicle. The
retractors are configured such that the webs 700A and 700B are
fully extended and taught when the vehicle seat 500' is in its
fully upwardly extended position. In this position, and without the
webs 700A and 700B as shown, an occupant of the seat 500' may exert
sufficient forward force against an occupant restraint harness (not
shown) during vehicle impact and/or roll over to draw the seat 500'
and deform the suspension mechanism before the seat pull down
mechanism is able to pull the seat 500' down to or near the support
surface 20 as described hereinabove. The webs 700A and 700B
maintain sufficient force on the resettable web pre-tensioning
device 560' to inhibit such deformation of the seat pull down
mechanism. It will be understood that more or fewer such webs may
be provided. Alternatively or additionally, the one or more
retractors 704A and 704B may be mounted to the seat bottom 14
and/or seat frame.
[0163] Referring now to FIGS. 33A and 33B, a vehicle seat 500'' is
shown including another embodiment of a resettable seat
pre-tensioning device 810. In the illustrated embodiment, an
occupant restraint harness 800 is a conventional three-point
restraint harness having a shoulder and lap web 802 extending
through a web support member 804 mounted to a support surface of
the vehicle, such as a wall of the cab area, and secured to a
resettable web pre-tensioning device 810. The device 810 is secured
to the support surface 21; e.g., floor of the vehicle, via a
bracket 812. The device 810 includes a housing 820 having a linear
actuator 830 mounted thereto, wherein the linear actuator 830 may
be identical to the linear actuators 568, 570 illustrated and
described herein. Alternatively, the linear actuator 830 may be
identical to the linear actuators 568, 570 illustrated and
described herein with the exception that the locking mechanism 592
may be omitted. In this embodiment, the end 584 of the guide member
582 need not move relative to the piston 588, and all structure
relating to such movement that was illustrated and described herein
may likewise be omitted. In any case, the linear actuator 830 has a
first air inlet/outlet 832 connected by a tube, hose or conduit 834
to the air pressure control unit 600, and a second air inlet/outlet
836 connected by a tube, hose or conduit 838 to the air pressure
control unit 600.
[0164] The housing 820 defines a compartment 822 having a retractor
824 mounted therein with the web 802 attached thereto in a
conventional manner. A slot 826 is defined in the housing 820 and
receives a collar 828 positioned between the housing of the linear
actuator 830 and a guide member 840 extending from the linear
actuator housing. The guide member 840 is attached via a nut 842 or
other suitable fixation element to a web turning member 844.
[0165] In operation, the decision making circuit 611 is responsive
to a pre-tension signal produced by any one or more of the web
pre-tension and reset control units 613 in the form of, for
example, the collision alert signal, the roll over signal, the
impact signal, the operator alert signal, or other web pre-tension
signal, to control the air pressure control unit 600 in a manner
that causes the web actuator 830 to engage the web turning
mechanism 844 and push the mechanism 844 toward the retractor 824.
This results in a downward force on the web 802, thereby tightening
the web 802 against an occupant of the seat 500''.
[0166] In one embodiment, if the impending event that triggered
production of the pre-tension signal (e.g., impending collision
with a body, vehicle roll over, vehicle impact, etc.) fails to
occur, does not occur with sufficient severity, or after a
predefined time period has elapsed since the pre-tension signal was
produced, the one or more web pre-tension and reset control units
613 that produced the pre-tension signal then produces a reset
signal. In the embodiment illustrated in FIGS. 33A and 33B, the
decision making circuit 611 is responsive to the reset signal
produced by any one or more of the web pre-tension and reset
control units 613 to control the air pressure control unit 600 in a
manner that causes the web actuator 830 to release the web turning
mechanism 844, to thereby release the pre-tension on the web 802
and accordingly return the web 802, to its default position. In its
default positions, the linear actuator 830 provides for a
conventional amount of slack in the web 802. In this way, the
decision making circuit 611 is responsive to a reset signal to
control the air pressure control unit 600 in a manner that moves
the web actuator 830 to a web reset position. Alternatively or
additionally, the decision making circuit 611 may, on its own,
control the air pressure control unit 600 in a manner that moves
the web actuator 830 to a web reset position after passage of a
predetermined time period since receiving the web pre-tension
signal, as described hereinabove. In any case, it will be
understood that the resettable web pre-tensioning device 830 may be
used alone or in combination with the resettable web pre-tensioning
system 560 illustrated and described hereinabove.
[0167] While the resettable web pre-tensioning system 550 and
device 560 were disclosed hereinabove in the context of a vehicle
suspension seat, it will be understood that the system 550 and
device 560 may alternatively be used with any vehicle seat,
including portable vehicle seats. Moreover, while the resettable
web pre-tensioning system 550 and device 560 were disclosed
hereinabove as being operable between a web pre-tension position
and a web reset position, the present disclosure contemplates
alternatively or additionally controlling operation of the web
actuators 568 and 570 to other positions between the web reset and
the web pre-tension positions. For example, the decision making
circuit 611 may be configured to control the air pressure control
unit 600 in a manner that moves the vehicle restraint harness 530
only sufficiently to provide a tactile indicator to the occupant of
the seat 500 of an impending event, such as an imminent collision
with another structure, dozing off of the occupant, or the like.
The decision making circuit 611 may control the air pressure
control unit 600 in this embodiment to move the restraint web 530
in any desired pattern, e.g., single movement, pulsed movement,
periodic single or pulsed movement, etc. In any case, the decision
making circuit 611 may thereafter be responsive to a reset signal,
or on its own, to control the air pressure control unit 600 to move
the restraint harness 530 back to its default or reset
position.
[0168] The embodiment of the resettable web pre-tensioning device
560 has been illustrated and described herein as including two
linear actuators 568 and 570, wherein the linear actuators 568 and
570 are operable, under the control of the decision making circuit
611, to move between reset and web pre-tension positions to thereby
pre-tension and reset the four-point restraint harness 530. In this
embodiment, one or more rocker arms and/or similar mechanisms may
be provided to amplify or dampen the movement of the linear
actuators 568 and 570. In an alternate embodiment, the restraint
harness may be a conventional three-point restraint harness
including a single shoulder portion and a lap portion. In this
embodiment, the resettable web pre-tensioning device 560 may
include two linear actuators 568 and 570 as described herein.
Alternatively, in this embodiment, the resettable web
pre-tensioning device 560 may include only a single linear actuator
568 or 570 configured to linearly actuate only one side of the lap
portion of the restraint harness 530. In this embodiment, the
housing or carrier 565 may define both longitudinal chambers 565E
and 565F with the single linear actuator 568 or 570 disposed in one
of the chambers 565E or 565F, or may instead define only one of the
chambers 565E or 565F with the single linear actuator 568 or 570
disposed therein.
[0169] All of the linear actuators 568, 570 and 830 have been
illustrated and described herein as being air-pressure controlled
linear actuators. In one alternative embodiment, any one or more of
the linear actuators 568, 570 and 830 may be electrically
controlled linear actuators, pneumatically controlled linear
actuators, or any combination of air pressure, electrically and
pneumatically controlled linear actuators. In another alternative
embodiment, any one or more of the linear actuators may be a
conventional fluidic muscle linear actuator. One embodiment of a
fluidic muscle linear actuator includes a membrane wrapped in a
watertight, flexible conduit or hose. When pressurized air is
introduced into the unit, a grid pattern formed by the membrane is
deformed or shortened, thereby creating a linear pulling force in
the axial direction. When the pressurized air is removed, the
membrane returns to its original length. This type of linear
actuator requires only a single compressed air line.
[0170] Referring now to FIG. 34, a vehicle seat 900 is shown and
includes a seat bottom 14 mounted to a seat base 18, and a seat
back 16 extending upwardly away from the seat bottom 14. The seat
base 18 is configured to be mounted to a support surface 21 of the
vehicle using any of the seat base mounting embodiments described
herein. A sensor and/or event detection unit 854 is mounted to the
seat base 18, and is electrically connected to a warning or alert
device 850 via a signal path 852. The unit 854 may represent any of
the control systems illustrated and described herein, and in any
case includes a decision making circuit configured to control
operation of the warning or alert device 850. The seat 900 includes
an integral, side-mounted inflatable restraint 167, as illustrated
and described herein, which is shown in FIG. 34 in its deployed
position. The seat 900 also includes a web pre-tensioning device
560 as illustrated and described herein.
[0171] For diagnostic and other purposes, it is desirable to
capture the driver's attention. Conventionally this is accomplished
via one or more visual warning indicators mounted in the instrument
cluster or panel area. However, with such systems the vehicle
driver must visually scan the various visual warning indicators
from time to time to keep apprised of possible alert or warning
conditions. In the illustrated embodiment, the warning or alert
device 850 captures the driver's attention by stimulating a sense
other than sight to alert the driver to an alert or warning
condition and/or to direct the driver's attention to the
conventional visual warning indicators. The unit 854 is responsive
to an alert or warning condition to activate the warning or alert
device in a conventional manner. In one embodiment, for example,
the warning or alert device 850 may be or include a vibratory
device that is configured to be responsive to an activation signal
produced by the unit 854 to vibrate in a manner that captures the
driver's attention. Alternatively or additionally, the warning or
alert device 850 may be or include an audible device that is
configured to be responsive to an activation signal produced by the
unit 854 to generate audible signals of sufficient volume, pitch,
pattern, etc. to capture the driver's attention. In lieu of, or in
addition to, the warning or alert device 850, one or more of the
control systems mounted to the seat may be responsive to the alert
or warning condition to produce a web pre-tensioning signal that
causes the web pre-tensioning device 560 to pre-tension the
restraint harness (not shown) of the vehicle seat 900 according to
a predefined actuation pattern that prompts the vehicle driver to
look to the conventional visual warning indicators.
[0172] While the invention has been illustrated and described in
detail in the foregoing drawings and description, the same is to be
considered as illustrative and not restrictive in character, it
being understood that only illustrative embodiments thereof have
been shown and described and that all changes and modifications
that come within the spirit of the invention are desired to be
protected. For example, while a number of vehicle safety seat
features have been illustrated and described herein, it will be
understood that the present disclosure contemplates vehicle safety
seat embodiments having any one or combination of such vehicle
safety seat features integral therewith.
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