FIELD OF THE INVENTION The present invention generally relates to a vehicle seating assembly, and more particularly, an attachment architecture and energy transfer design for a side airbag deployment.
BACKGROUND OF THE INVENTION Vehicle seat assemblies are currently provided having integrated safety features for the protection of the vehicle occupant. Vehicle seat assemblies must be constructed in such a way that the vehicle seat is structurally sound and provides the support necessary for a vehicle occupant. In order to improve the safety features of a vehicle seat, an airbag deployment device may be incorporated into the vehicle seat design. When an airbag deployment device is integrated into the vehicle seat design, the assembly of the vehicle seat must accommodate proper deployment of the airbag deployment device. Thus, it is desirable to provide a seat assembly that can be assembled in an efficient manner while providing coupling features that are configured to allow for proper deployment of an airbag deployment device.
SUMMARY OF THE INVENTION According to one aspect of the present invention, a vehicle seat back assembly includes a passenger support. The vehicle seat back assembly includes a suspension assembly coupling the passenger support to a support structure. The support structure includes a first trim piece, a seat frame, and a rear panel portion wherein the rear panel portion contains one or more upper inverted hooks, an energy transfer bracket, one or more lower 2-stage attachment clips, one or more outer wall detents, and one or more breaking members. A side airbag is coupled in position to the seat frame and an airbag deployment system is configured to deploy the side airbag generating a deployment energy wherein the deployment energy is at least partially transferred to the one or more upper inverted hooks, the energy transfer bracket, the one or more lower 2-stage attachment clips, the one or more outer wall detents, and the one or more breaking members.
According to another aspect of the present invention, a vehicle seating assembly includes a passenger support, a suspension assembly, and a support structure wherein the support structure includes a first trim piece, a seat frame, and a rear panel portion. The vehicle seating assembly further includes an airbag deployment system configured to deploy a side airbag using the rear panel portion having one or more upper inverted hooks, one or more outer wall detents, and one or more breaking members to facilitate a dissipation of a deployment energy.
According to another aspect of the present invention, a vehicle seating assembly includes a support structure having a first trim piece, a seat frame, and a rear panel portion. The vehicle seating assembly additionally includes an airbag deployment system configured to deploy a side airbag coupled to the seat frame using the rear panel portion having one or more upper inverted hooks, one or more outer wall detents, and one or more breaking members to facilitate a dissipation of a deployment energy.
These and other aspects, objects, and features of the present invention will be understood and appreciated by those skilled in the art upon studying the following specification, claims, and appended drawings.
BRIEF DESCRIPTION OF THE DRAWINGS In the drawings:
FIG. 1 is a top perspective view of one embodiment of the present disclosure disposed on a seating assembly within a vehicle;
FIG. 2 is a top perspective view of the vehicle seat of FIG. 1;
FIG. 3 is a front elevational view of one embodiment of a seating assembly, showing an airbag deployed in dashed lines;
FIG. 4 is side elevational view of one embodiment of a seating assembly, showing an airbag deployed in dashed lines;
FIG. 5 is an exploded top perspective view of one embodiment of a seat back;
FIG. 6 is an exploded top perspective view of one embodiment of a support structure of a seat back;
FIG. 7 is a front perspective view of one embodiment of a rear panel portion;
FIG. 8 is a rear perspective view of one embodiment of a rear panel portion;
FIG. 9 is a front perspective view of one embodiment of a rear panel portion;
FIG. 10 is an enhanced side view of one embodiment of a upper inverted hook;
FIG. 11A is an enhanced view of one embodiment of an upper inverted hook attached to a seat frame;
FIG. 11B is an enhanced view of one embodiment of a 2-stage attachment clip attached to a seat frame;
FIG. 12 is an enhanced side view of one embodiment of a pair of upper inverted hooks attached to the seat frame;
FIG. 13 is a side perspective view of one embodiment of an interior of a side panel on a rear panel portion;
FIG. 14 is an enhanced cross sectional view of one embodiment of an outer wall detent; and
FIG. 15 is an enhanced view of one embodiment of a breaking member.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the present embodiments, examples of which are illustrated in the accompanying drawings. Whenever possible, the same reference numerals will be used throughout the drawings to refer to the same or like parts.
For purposes of description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” and derivatives thereof, shall relate to the disclosure as oriented in FIG. 1, unless stated otherwise. However, it is to be understood that the disclosure may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting unless the claims expressly state otherwise. Additionally, embodiments depicted in the figures may not be to scale or may incorporate features of more than one embodiment.
As used herein, the term “and/or,” when used in a list of two or more items, means that any one of the listed items can be employed by itself, or any combination of two or more of the listed items can be employed. For example, if a composition is described as containing components A, B, and/or C, the composition can contain A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination.
Referring to FIGS. 1-15, reference numeral 10 generally designates a vehicle seating assembly that includes a seat back 22 having a passenger support 58 attached to a trim carrier 104 with a suspension assembly 128 connecting a support structure 78. The support structure 78 includes a first trim piece 50, a seat frame 132, and a rear panel portion 180. The rear panel portion 180 includes one or more upper inverted hooks 184, an energy transfer bracket 192, one or more lower 2-stage attachment clips 188, one or more outer wall detents 182, and one or more breaking members 186. An airbag deployment system 46 is positioned proximate the first trim piece 50 and a second trim piece 54 and configured to deploy an airbag 42 between the first and second trim pieces 50, 54. The deployment energy is dissipated through the rear panel portion's 180 one or more upper inverted hooks 184, the energy transfer bracket 192, the one or more lower 2-stage attachment clips 188, the one or more outer wall detents 182, and the one or more breaking members 186.
Referring now to FIG. 1, the vehicle seating assembly 10 is positioned in a driver side location of a vehicle 18. The vehicle seating assembly 10 includes a seat bottom 30 that is pivotally coupled with the seat back 22 for pivotally adjusting the seat back 22 between upright and reclined positions relative to the seat bottom 30. The seat bottom 30 is slidably coupled with a floor 34 of the vehicle 18 upon a track assembly 38. The track assembly 38 is configured to allow the vehicle seating assembly 10 to adjust in a forward and rearward direction relative to the floor 34 of the vehicle 18. It is understood that the vehicle seating assembly 10 may be positioned in various positions throughout the vehicle 18 other than the illustrated location, such as a passenger side location, a mid-row location, and a rear seat location. It is also conceivable that the vehicle seating assembly 10 may not include the reclining feature and may not include the track 38, such that the vehicle seating assembly 10 may be fixedly or alternatively coupled with the floor 34 of the vehicle 18.
As also shown in FIG. 1, a controller 26 on the vehicle 18 is electrically coupled with the airbag deployment system 46. The controller 26 operates to actuate the airbag 42 within the airbag deployment system 46, causing the airbag 42 to inflate to a deployed position 86 (FIG. 3) when the controller 26 senses a collision event of the vehicle 18, as generally understood in the art. The airbag deployment system 46 is included on and deploys from the outboard side of the support structure 78 of the seat back 22. The outboard connotation, for purposes of this disclosure, refers to a lateral side most proximate a side door or a side interior region of the vehicle 18. In turn, the inboard connotation for purposes of this disclosure refers to an area most proximate in a central interior region of the vehicle 18 between the laterally opposing outboard sides.
With reference to FIG. 2, the seat back 22 includes the support structure 78, which has a first side member 70 and a second side member 74 (FIG. 3), each pivotally coupled with a rear portion of the seat bottom 30. A head restraint 14 is coupled with and supported by a top member 82 of the support structure 78 and is positioned centrally between the first and second side members 70, 74. The passenger support 58 extends forward from the support structure 78 and includes an upper support component 62 and a lower support component 66 for supporting an occupant's upper and lower back, respectively. The upper support component 62 is configured to pivot forward relative to the support structure 78 and the lower support component 66 statically couples with the support structure 78. Although, it is conceivable that the upper support component 62 may also be static relative to the support structure 78. It is also contemplated that the upper and lower support components 62, 66 of the passenger support 58 may be a single integral component that extends forward from the support structure 78. Further, it is conceivable that the head restraint 14 may be integrated with the upper support component 62 or that the head restraint 14 may otherwise not be included on the vehicle seating assembly 10.
The passenger support 58, as shown in the embodiment illustrated in FIGS. 3-4, extends forward and is suspended away from the support structure 78 to define an external peripheral gap 94 spanning along the first and second side members 70, 74 and the top member 82. The external peripheral gap 94 may expand upon forward pivoting of the upper support component 62 and may be compressed proximate an application of rearward force to the passenger support 58. However, the external peripheral gap 94 is configured to remain large enough for the airbag 42 of the airbag deployment system 46 (FIG. 1) to deploy forward from the first side member 70, through the external peripheral gap 94, and position the airbag 42 in the deployed position 86, as shown in dashed lines. The deployed position 86 of the airbag 42 in the illustrated embodiment aligns the airbag 42 accurately between an occupant seated in the seating assembly 10 and an adjacent door of the vehicle 18 (FIG. 1), as described in more detail below.
As illustrated in FIG. 5, the upper and lower support components 62, 66 of the passenger support 58 are attached to the support structure 78 with a suspension assembly 128. In the illustrated embodiment, the suspension assembly 128 includes flexible members 130 extending forward and laterally outward from the seat back support structure 78 to operably couple with angled side bolsters 108 of the passenger support 58. The angled side bolsters 108 are located on the lateral sides of the upper and lower support components 62, 66 and are integrated with the shape of the upper and lower support components 62, 66 to prevent lateral movement of an occupant's back relative to the passenger support 58. An upper section 124 of the suspension assembly 128 has a central body 120 and two outwardly extending flexible members 130 on opposing sides of the central body 120. The central body 120 of the upper section 124 operably couples with a pivot bar 112 that laterally extends between the opposing side portions of a lower section 116 of the suspension assembly 128. The opposing side portions of the lower section 116 similarly include outwardly extending flexible members 130 that couple with the lower support component 66 of the passenger support 58. Accordingly, in the illustrated embodiment, the lower section 116 is static and the upper section 124 is configured to pivot forward about the pivot bar 112 to pivotally adjust the upper support component 62 relative to the lower support component 66. It is contemplated that the pivot bar 112 may be operably controlled with a motorized actuation assembly or a manually adjustable actuation mechanism, and also conceivable that the upper support component 62 may be statically coupled with the support structure 78 of the seat back 22. It is also conceivable that more or fewer flexible members 130 may be included on the upper and/or lower sections 124, 116, such as a single fin-shaped flexible member 130 on either side of the upper or lower sections 124, 116.
As also shown in FIG. 5, the passenger support 58 in the illustrated embodiment includes a trim carrier 104 having an open matrix that defines a pattern of resilient elements that are configured to support the weight of an occupant. The trim carrier 104 has an upper panel and a lower panel that detachably couple with the respective upper section 124 and the lower section 116 of the suspension assembly 128. The passenger support 58 also includes a cushion 102 that is disposed over a forward facing surface of the trim carrier 104. The cushion 102 includes a resilient structure of woven fibers that has open areas for ventilation; however, the cushion 102 may also include open cell foam, closed cell foam, or other conceivable flexible and breathable materials. Further, the passenger support 58 includes a cover stock 98 to define the back support surface of the passenger support 58 and to assist in retaining the cushion 102 against the trim carrier 104. The cover stock 98 may conceivably include a fabric material, a leather material, a vinyl material, or other upholstery materials generally known in the art.
Referring now to FIG. 6, the internal seat frame 132 or the seat frame 132 of the support structure 78 in the illustrated embodiment includes a first frame member 160 and a second frame member 164 extending upward from the pivotal connection with the recliner brackets that attach to the seat bottom 30 (FIG. 2). The first and second frame members 160, 164 are substantially parallel with each other and curve upward and rearward from the recliner brackets to provide a curved shape that is substantially similar to an occupant's spinal column. Further, the first and second frame members 160, 164 are more robust proximate the recliner brackets and taper as they extend upward to couple with a top frame member 168 that extends orthogonally between the first and second frame members 160, 164 to support the head restraint 14. Accordingly, the first and second side members 70, 74 of the overall support structure 78 include the first and second frame members 160, 164, respectively, and the top member 82 (FIG. 2) includes the top frame member 168. The first frame member 160 includes an elongated cavity 152 on an exterior side of the first frame member 160, such that the first frame member 160 corresponds with the outboard side of the vehicle seating assembly 10 in the driver's side location of the illustrated embodiment. The elongated cavity 152 is shaped to receive a base portion 194 of the airbag deployment system 46. A retention aperture 156 is formed in the elongated cavity 152 for receiving a lateral protrusion 196 on the base portion 194 that houses an electrical wire that extends from the airbag deployment system 46 to electrically couple with the vehicle controller 26. More specifically, an intermediate region of the longitudinal extent of the first frame member 160 includes a portion of the elongated cavity 152 that is shaped to retain the airbag 42 in a contained position. For purposes of this disclosure, the airbag 42 is shown throughout as being disposed on the first frame member 160 of the seat frame 132. However, it is contemplated that the airbag deployment system 46 can be disposed on the second frame member 164 of the seat em is positioned proximate the first trim piece and a second trim piece and configured to deploy airbag between the first and second trim pieces. The deployment energy is di reinforced metal seat frame for providing sufficient support for a vehicle occupant in use. The seat frame 132 further provides structural support for the attachment of the support structure 78 and the passenger support 58 of the vehicle seating assembly 10.
As also illustrated in FIG. 6, the first and second trim pieces 50, 54 that engage to substantially enclose the internal seat frame 132 are shown exploded away from the internal seat frame 132. The first trim piece 50 is a front, or vehicle forward, piece and the second trim piece 54 is a rear trim piece. The first and second trim pieces 50, 54 removably engage along a seam 90 (FIG. 4) to conceal the airbag 42 and to define an exterior surface of the support structure 78 (FIG. 2). The first trim piece 50 includes a U-shape and substantially encloses a front portion of the internal seat frame 132 and it is contemplated that the first trim piece 50 may extend laterally inward to couple with the suspension assembly 128. The second trim piece 54 wraps over the exterior sides of the first and second frame members 160, 164 to partially conceal the elongated cavity 152 and includes the rear panel portion 180 that spans between the first and second frame members 160, 164 and to substantially enclose a rear portion of the seat frame 132. As also shown, an interior surface of the second trim piece 54 couples with a sleeve member 200 of the airbag deployment system 46, as described in more detail below. It is contemplated that the internal seat frame 132 is constructed of a metal material and that the first and second trim pieces 50, 54 are molded of a polymer material. However, it is also conceivable that the frame 132 may be constructed of other similar substantially rigid materials and the first and second trim pieces 50, 54 may be made of other flexible materials relative to the internal frame 132.
Additionally illustrated in FIG. 6, the rear panel portion 180 includes one or more upper inverted hooks 184, the energy transfer bracket 192, one or more lower 2-stage attachment clips 188, one or more outer wall detents 182, and one or more breaking members 186. The first trim piece 50 has an edge 140 that includes a flange 144 having a body portion 148 with notches 136 that connect with an attachment element 220 (FIG. 7) located in a cavity 176 of an outer wall 172 of the second trim piece 54. The rear panel portion 180 is molded of a rigid polymeric material, but can also be composed of a flexible polymer, fabrics, and other materials. Accordingly, the rear panel portion 180 may be hard, soft, or flexible.
In some embodiments, the one or more upper inverted hooks is a pair of upper inverted hooks and the one or more lower 2-stage attachment clips is a pair of lower 2-stage attachment clips. In other embodiments, the one or more upper inverted hooks can be 1, 2, 3, 4, 5, or a higher number of upper inverted hooks. In additional embodiments, the one or more lower 2-stage attachment clips can be 1, 2, 3, 4, 5, or a higher number of lower 2-stage attachment clips. In still other embodiments, the number of upper inverted hooks can have the same number or a different number than the number of lower 2-stage attachment clips. For example, there can be 2 upper inverted hooks and 1, 2, 3, 4, 5, or a higher number of lower 2-stage attachment clips. In some embodiments, the one or more outer wall detents can be 1, 2, or a higher number of outer wall detents. In other embodiments, the one or more breaking members is equal to the number of outer wall detents. In some embodiments, the breaking member is positioned at the end of the outer wall detent located on an interior surface of the outer wall 172 and the rear panel portion 180 has two outer walls 172 comprising one outer wall detent 182 on an interior surface of each outer wall 172.
As illustrated in FIG. 7, the one or more of upper inverted hooks 184, the energy transfer bracket 192, the one or more lower 2-stage attachment clips 188, the one or more side wall detents 182, and the one or more breaking members 186 are all directly attached to or molded into the rear panel portion 180. The one or more upper inverted hooks 184 faces upwards and have a ribbed hook wall 204 extending out towards the seat frame 132 (FIG. 6) or the frame member opening 166 (FIG. 6). The one or more upper inverted hooks 184 are constructed from a metal material or can be molded with a polymer material the same as or different than the rear panel portion 180. A rupture line 190 is a thinly contoured line generally in a “W-shaped configuration” defined by a recessed portion in the rear panel portion. The rupture line 190 is configured to allow the buttocks and hips of an occupant to push this portion of the vehicle seating assembly 10 rearward or allow the knees of a rear occupant to push this portion of the vehicle seating assembly 10 forward in a collision. A group of fins 208 are located centrally between the one or more upper inverted hooks 184 to align and support the seat frame 132 while additionally preventing lateral movement. A first receiving member 212 is coupled at the top inside edge of the rear panel portion 180 and a second receiving member 216 is coupled on both sides of the rear panel portion 180 near the top inner side edge of the panel. Both the first receiving member 212 and the second receiving members 216 are configured to attach to the seat frame 132 and/or first trim piece 50 (FIG. 2). The attachment elements 220 on the inside edge of the outer wall 172 on the second trim piece 54 can be attached to the flange 144 (FIG. 5) with notches 136 (FIG. 5) of the first trim piece 50 to enclose the seat frame 132. The one or more lower 2-stage attachment clips 188 are connected near the bottom inside edge of the rear panel portion 180 and can be spaced closer together than the one or more upper inverted hooks 184. The energy transfer bracket 192 is a reinforced area on the rear panel portion 180, in the shape of a “U” that acts as a stiffener to add structural rigidity. In some embodiments, the energy transfer bracket 192 is made with the same material or thermoplastic polyolefin (TPO) as the rear panel portion 180 and is positioned above the one or more lower 2-stage attachment clips 188 with the U facing up towards the top of the rear panel portion 180. The one or more lower 2-stage attachment clips 188 are positioned near the bottom of the rear panel portion 180 and are attached to the seat frame 132 through a receiving slot 254 (FIG. 11B). A first stage of attachment for the 2-stage attachment clips has the 2-stage attachment clips attached at a top 252 (FIG. 11B) of the receiving slot 254. A second stage of attachment for the 2-stage attachment clips has the 2-stage attachment clips attached at a bottom 256 (FIG. 11B) of the receiving slot 254 after the airbag is deployed pushing the 2-stage attachment clips down into the bottom 256 of the receiving slot 254. The one or more side wall detents 182 and the one or more breaking members 186 are located and positioned on an interior surface 230 of the outer wall 172 of the rear panel portion 180. A number of cylindrical bosses 224 and a number of holes 228 are formed into or attached to the rear panel portion 180 for additional means of connecting the rear panel portion 180 to the seat frame 132 and the first trim piece 50.
As illustrated in FIG. 8, this rear perspective view of one embodiment of the rear panel portion 180 includes the one or more upper inverted hooks 184, the energy transfer bracket 192, and the one or more lower 2-stage attachment clips 188 attached to or formed into the rear panel portion 180. The energy transfer bracket 192 forms an outer edge or trim of a map pocket 232. The outer wall 172 on the second trim piece 54 forms the outer rear surface of the seat back 22 (FIG. 1).
As illustrated in FIG. 9, the one or more upper inverted hooks 184, the energy transfer bracket 192, and the one or more lower 2-stage attachment clips 188 are positioned on the rear panel portion 180. A rectangle 236 has been superimposed over these upper inverted hooks 184, energy transfer bracket 192, and the lower 2-stage attachment clips 188 features to visualize a rectangular architecture on the rear panel portion 180. The rectangular architecture is defined on its short sides by the one or more upper inverted hooks 184 and the one or more lower 2-stage attachment clips 188 and is defined on its long sides by the sides of the energy transfer bracket 192.
As illustrated in FIG. 10, the upper inverted hook 184 is attached to the seat frame 132 through a frame member opening 166. The frame member opening 166 of the seat frame 132 is nested in the upper inverted hook 184 creating a space 248 beneath a top edge 240 of the frame member opening 166 and the base of the upper inverted hook 184. The frame member opening 166 of the seat frame 132 additionally has a bottom edge 244 of the frame member opening 166. The upper inverted hook 184 has a hook angle A to prevent the seat frame from being back driven out upon deployment of the airbag 42 (FIG. 1). The hook angle A of the upper inverted hook 184 can be from 40° to 50°. In other embodiments, the hook angle A can be from 44° to 48°, from 42° to 46°, about 43.8°, about 44.0°, about 44.2°, about 44.4°, or about 44.6°. There is a width or a distance B beneath the top edge 240 of the frame member opening 166 and between a front surface 260 and a back surface 264 of the upper inverted hook 184 of at least 5.4 mm. This distance is required for the tolerance stampings and variations in the seat frame 132 produced in manufacturing. In some embodiments, the width or distance B beneath the top edge 240 of the frame member opening 166 and between the front surface 260 and the back surface 264 of the upper inverted hook 184 is at least 6 mm, at least 5 mm, or at least 4 mm. The ribbed hook wall 204 (FIG. 11A) of the upper inverted hook 184 has a thickness C of at least 10.4 mm. This ribbed hook wall 204 must be a minimum thickness to impart enough strength to the upper inverted hook 184. In other embodiments, the thickness of the ribbed hook wall 204 is at least 10 mm, at least 11 mm, or at least 12 mm.
As illustrated in FIGS. 11A and 11B, FIG. 11A shows a zoomed in view of the upper inverted hook 184 attached to the seat frame 132 through the frame member opening 166 and FIG. 11B shows the 2-stage attachment clip 188 connected to the seat frame 132 in its lower first stage. When the airbag deployment system 46 (FIG. 1) is triggered to deploy the airbag 42 (FIG. 1), a deployment energy is generated and the airbag 42 first deploys outwardly against a vehicle door or a vehicle wall. Upon deployment and an initial impact with the vehicle door or vehicle wall, the deployment energy is transferred to the vehicle seating assembly 10 and is at least partially absorbed by the one or more upper inverted hooks 184, the energy transfer bracket 192 (FIG. 9), the one or more lower 2-stage attachment clips 188, the one or more outer wall detents 182, and the one or more breaking members 186 of the rear panel portion 180 (FIG. 10) to facilitate a dissipation of the deployment energy. To absorb and dissipate the airbag's 42 deployment energy, the rear panel portion 180 is pushed and lifted up and out from the one or more upper inverted hooks 184 and the one or more lower 2-stage attachment clips 188. The seat frame 132 remains attached but can be lifted up from both the one or more upper inverted hooks 184 and the one or more lower 2-stage attachment clips 188 to dissipate the deployment energy. In a first attachment, the lower 2-stage attachment clip 188 is coupled to the seat frame 132 through a receiving slot 254. Upon deployment of the airbag 42, the lower 2-stage attachment clip 188 slides up through the receiving slot 254 of the seat frame 132. The added stiffness and structural stability imparted by the energy transfer bracket 192 prevents the rear panel portion 180 from ripping or tearing off of the seat frame 132 and passenger support 58 (FIG. 2) of the vehicle seating assembly 10. The one or more upper inverted hooks 184, the energy transfer bracket 192, and the one or more lower 2-stage attachment clips 188 of the rear panel portion 180 work together to fully dissipate the deployment energy created by the an airbag deployment system 46.
As illustrated in FIG. 12, the seat frame 132 is coupled to the upper inverted hooks 184 of the rear panel portion 180. The seat frame 132 includes the first frame member 160 and the second frame member 164 extending upwards to couple the top frame member 168 that extends orthogonally between the first and second frame members 160, 164. The fins 208 are shown centrally located between the one or more upper inverted hooks 184 on the rear panel portion 180 to align, space, and/or support the seat frame 132. The upper inverted hooks 184 are shown coupled to the seat frame 132 through the frame member openings 166 (FIG. 6). The first receiving members 212 and the second receiving members 216 can be molded or attached to the rear panel portion 180 near the top inner edge and/or the inner side edge of the rear panel portion 180.
As illustrated in FIG. 13, the one or more outer wall detents 182 are located on an interior surface of the outer wall 172 of the rear panel portion 180. In some embodiments, the rear panel portion 180 has two outer walls 172; the interior surface 230 of each outer wall 172 has at least one outer wall detent 182 running vertically or longitudinally down the outer wall forming a trench or detent that ends at the bottom of the outer wall 172 with the breaking member 186. The one or more breaking members 186 of the rear panel portion 180 initiates bending along the one or more outer wall interior detents 182. The seat frame 132 remains attached to the rear panel portion 180 but the seat frame 132 can be lifted up from the one or more upper inverted hooks 184 and/or the one or more lower 2-stage attachment clips 188 to facilitate a dissipation of the deployment energy.
As illustrated in FIG. 14, a cross section of the outer wall detent 182 in the rear panel portion 180 is shown. The rear panel portion 180 has a rear panel portion wall 276 with a thickness D. The rear panel portion wall 276 has a thickness D that may be a uniform thickness or a thickness D that can be varied throughout the panel portion. The outer wall detent 182 has a detent thickness E. In some embodiments, the rear panel portion wall 276 has a thickness D of 0.5 mm to 30 mm and the outer wall detent 182 has a detent thickness E of 1 mm to 2 mm. In other embodiments, the rear panel portion wall 276 has a thickness D of 2 mm to 5 mm and the outer wall detent 182 has a detent thickness E of 1 mm to 2 mm. In still other embodiments, the rear panel portion wall 276 has a thickness D of 2 mm, 3 mm, 4 mm, 5 mm, and the outer wall detent 182 has a detent thickness E of 1.0 mm, 1.2 mm, 1.4 mm, 1.6 mm, 1.8 mm, 2.0 mm, 2.2 mm, 2.4 mm, 2.6 mm, 2.8 mm, and 3.0 mm.
As illustrated in FIG. 15, portion 180, the breaking member 186 is coupled to an end 272 of the outer wall detent 182 on the interior surface of the outer wall 172 of the rear panel. In the rear panel portion wall 276 with a thickness D, the breaking member 186 has both a depth F and a breaking member wall thickness G. The depth F of the breaking member 186 assists breaking to assure folding and/or flexing along the outer wall detent 182. In some embodiments, the breaking member 186 is a v-notch fuse 268 that initiates the breaking. In other embodiments, the breaking member 186 can have any non-limiting shape cut in to form the breaking member 186. In some embodiments, the depth F of the breaking member 186 is at least 0.1 mm deep, at least 1 mm deep, at least 2 mm deep, at least 3 mm deep, at least 4 mm deep, at least 5 mm deep, or at least 6 mm deep. In some embodiments, the breaking member wall thickness G is 0.1 mm to 5 mm, 0.1 mm to 2 mm, 0.1 mm to 1 mm, or 0.1 mm to 0.5 mm.
It will be understood by one having ordinary skill in the art that construction of the described disclosure and other components is not limited to any specific material. Other exemplary embodiments of the disclosure disclosed herein may be formed from a wide variety of materials, unless described otherwise herein.
For purposes of this disclosure, the term “coupled” (in all of its forms, couple, coupling, coupled, etc.) generally means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary in nature or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and any additional intermediate members being integrally formed as a single unitary body with one another or with the two components. Such joining may be permanent in nature or may be removable or releasable in nature unless otherwise stated.
It is also important to note that the construction and arrangement of the elements of the disclosure as shown in the exemplary embodiments is illustrative only. Although only a few embodiments of the present innovations have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the structures and/or members or connector or other elements of the system may be varied, the nature or number of adjustment positions provided between the elements may be varied. It should be noted that the elements and/or assemblies of the system may be constructed from any of a wide variety of materials that provide sufficient strength or durability, in any of a wide variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of the present innovations. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the desired and other exemplary embodiments without departing from the spirit of the present innovations.
It will be understood that any described processes or steps within described processes may be combined with other disclosed processes or steps to form structures within the scope of the present disclosure. The exemplary structures and processes disclosed herein are for illustrative purposes and are not to be construed as limiting.
It is also to be understood that variations and modifications can be made on the aforementioned structures and methods without departing from the concepts of the present disclosure, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.
