BLAST PROTECTION

TECHNICAL FIELD

This subject invention relates to vehicle seats and floor mats and, more particularly, to systems and methods of protecting vehicle occupants from the effects of detonation of explosive devices.

BACKGROUND

While a mine threat has long existed in war torn countries, the first decade of the 21st century can be remembered for turning the acronym “TED” (Improvised Explosive Device) into a colloquialism, generally referring to a roadside bomb placed or buried along travel routes to inflict casualties, interdict traffic, and employ in conjunction with complex attacks. This is only one type of TED, which can also include vehicle-borne IEDs, human-carried IEDs, and others. In turn, IEDs only represent one portion of the explosive threat spectrum. Conventional mines, fired rockets and missiles, grenades, and indirect fires such as mortars and artillery are frequently used against the same areas as roadside IEDs. While it is impossible to defend all potential targets against explosive attacks at all times, vehicles can often be modified in ways that ameliorate the casualty-causing effects of an explosive attack on vehicle occupants.

The effects of a blast due to detonation of an explosive device such as an TED under a vehicle can be categorized in four distinct phases. These are, in order (all times relative to detonation):

- Local phase: The shock wave of the detonation results in direct, local damage to the vehicle, which takes place within 0.5 milliseconds (ms). As a consequence, the bottom plate of vehicle starts to bend at 5 ms. This propels the feet of the occupant upwards off the floor and can cause foot and lower limb fractures.
- Global phase: The blast wave starts to launch vehicle off the ground from about 10 to 20 ms. This causes hard contact and dramatically increased stress on the pelvis against the seat structure with consequential pelvis and spinal fractures. The maximum “jump” height is most often reached by 200-300 ms. The vehicle can decelerate at a different rate than the occupants at the end of the global phase, resulting in additional undesired contact between occupants and vehicle components. Head strikes against vehicle ceilings, walls and windshields occur when this happens, resulting in further head and spinal trauma.
- Drop down phase: The vehicle ceases upward motion and starts to drop to the ground. The vehicle can fall into a crater created by the explosive device. The vehicle falls to ground into the crater by about 600-700 ms. The feet contact the foot plate, and the femurs and pelvis impact the seat base. The head can contact the roof structure of the vehicle (for a first or subsequent time) on rebound.
- Subsequent phase: This phase is categorized by an impact with the ground and could be in the form of frontal, side or rollover impact. This can take place from 1000 ms to 2000 ms.

Thus the total event can take up to two (2) seconds, dependent upon the mass of the explosive which is used and how far it is buried in the ground prior to detonation. Of course, the times for each phase can depend upon the size of the explosive device and specific vehicle construction.

While this background is generally directed toward an explosive threat from beneath a vehicle with a primary blast vector travelling in an upward direction, it is appreciated that similar and indeed often analogous dynamics, reactions, and casualty-causing effects occur due to explosive attacks that do not impart destructive energy on their targets from below. Such exhaustive analysis is omitted here for brevity.

SUMMARY

The following presents a simplified overview of the innovation in order to provide a basic understanding of some aspects of the innovation. This overview is not an extensive summary of the innovation. It is not intended to identify key/critical elements of the innovation or to delineate the scope of the innovation. Its sole purpose is to present some concepts of the innovation in a simplified form as a prelude to the more detailed description that is presented below.

The innovation disclosed and claimed herein generally relates to energy absorbing and restraint systems designed to mitigate the effects of explosive attacks on vehicle occupants.

In one aspect of the disclosures herein, a protection system safeguards an occupant from an explosion or other detonation event beneath a vehicle. In the event of a detonation, a seat cushion (or floor mat) with integral energy absorbing features can absorb energy and impact from such detonation. A moveable and stow-able seat frame can be provided that assists in absorption of energy in blast phase and drop down phase.

In at least one embodiment, one or more cushions or mats can be placed elsewhere throughout a vehicle to reduce the severity of human-structure impacts throughout the vehicle.

In further aspects of the subject innovation, a dual airbag cushion can be used to absorb blast energy. An example cushion can be configured with a first chamber and a second chamber. In at least one example, the chamber can be filled with an open cell foam, honey comb rubber or another elastic material which, when compressed can revert back to (or near to) its original shape or configuration. In other words, once the compression forces have subsided, the cushion can regain its original form (or near original form). As described later, air can be forced into the endpoints of the structure (e.g., honeycomb-like construction) and vented as appropriate.

In yet another aspect, a dual airbag cushion design of the innovation can be employed as a floor mat, kneeling pad, or the like so as to protect a human, animal or equipment from impact, as well as to offer comfort when appropriate. It is appreciated that while the dual airbag cushion is described as providing protection and comfort from below, the dual airbag cushion (or similar systems) can be placed or affixed to or throughout other areas, providing comfort and safety from additional angles.

According to another aspect of the invention, there is provided a method of protecting an occupant of a passenger seat of a vehicle from the effects of an explosive device being detonated under the vehicle, the method comprising providing an inflatable seat airbag in the seat that is responds to the energies affecting the system. Additional aspects can include detecting a detonation of an explosive device and responding to the detonation, to include at least inflating one or more seat airbags on detection of the detonation. An airbag can be used to dissipate the forces acting on the occupant due to the detonation.

In some embodiments, the seat airbag can remain at least partially inflated throughout the local, global, dropdown and subsequent phases of the detonation, thus providing protection for the occupant in the latter three stages which present systems fail to adequately address. In some embodiments, the seat airbag can remain inflated for at least 1 or 2, or even up to 7 seconds after the detonation is detected. In some embodiments, inflation of the airbag can occur within a predetermined time frame. In at least one embodiment, airbag(s) can be inflated in less than 50 milliseconds of detection of detonation.

In one or more embodiments, the seat airbag can be positioned such that, when inflated, it supports the occupant from underneath, and in some embodiments can decouple the occupant from the structure of the vehicle. The seat can include a support by which it is connected to the vehicle; when the seat airbag is inflated (and, in some embodiments, not otherwise), the seat airbag can support the occupant relative to the support and to the vehicle. In some embodiments, the support can include a seat pan of the seat, and the seat airbag can be located, before inflation, in the seat pan. In one or more embodiments, the seat airbag can both lift and support the occupant when inflated. In some embodiments, the inflated seat airbag can isolate the occupant from the forces applied by the vehicle onto the seat.

The support can form a suspension for the seat; in such a case, the airbag can, prior to inflation, form part of the suspension. In some embodiments, the inflation can represent an increase in the pressure within the airbag. In one or more embodiments, the pressure increase can occur suddenly or rapidly. This can prevent, or reduce the possibility of, the suspension of the seat hitting a limit of the suspension (also known as “bottoming out”) during a detonation, and reduce the likelihood of a sudden impulse increasing a casualty-causing interaction between occupant and vehicle.

The seat can generally have a back which in use supports the occupant's back, and a seat cushion on which the occupant can sit (usually by placing his buttocks and thighs thereon). The cushion can, in one or more embodiments, be supported by the seat pan. With respect to the seat, we therefore define forwards and backwards as towards and away from the back, and upwards and downwards as in relation to the seat cushion. In some embodiments, on inflation, the seat airbag can be deployed under the occupant's pelvis, and the seat airbag can extend backwards or forwards from its location before inflation as it inflates.

One or more systems and methods in accordance with the disclosures herein can further include providing a deformable structure, which absorbs energy as it is deformed, and using the deformable structure to absorb kinetic energy acting on the occupant after detonation is detected. In one or more embodiments, the deformable structure can be supported by the seat airbag after inflation, and can reduce the amount of kinetic energy that is transmitted to the occupant by its deformation. The deformable structure can also restrict downward movement of at least one of the pelvis and femurs of the occupant.

By inflating an airbag in the floor of the vehicle adjacent to the seat, the occupant can be protected from the forces transmitted through the floor, including trauma to, for example, the occupant's feet, ankles and tibias. The floor airbag can be used to decouple the feet of the occupant from the forces that would otherwise be directly applied by the floor of the vehicle to the occupant's feet.

The floor airbag can include top and bottom surfaces, connected at regular intervals by connecting tethers. The tethers can each connect a point on each surface. The tethers can, in some embodiments, be linear, in that they connect lines on each surface together. The tethers can therefore restrict the floor airbag to be of generally uniform thickness when inflated, or at least more uniform thickness than if they were not present.

Other aspects of the subject innovation can relate to inflatable seatbelts. In at least one embodiment, there is provided a method of protecting an occupant of a passenger seat of a vehicle from the effects of an explosive device being detonated under the vehicle, the method comprising providing an inflatable seatbelt airbag in a seatbelt of the vehicle seat. Additional aspects can include detecting a detonation of an explosive device and inflating the seatbelt airbag on detection of the detonation. A seatbelt airbag can serve to protect the upper torso of the applicant. When inflated, the seat airbag can act to decouple the occupant from forces applied by the vehicle on the seatbelt.

According to another aspect of the invention there is provided an apparatus for protecting an occupant of a passenger seat of a vehicle from the effects of an explosive device being detonated under the vehicle, the apparatus comprising an inflatable seat airbag sized and shaped to fit in the seat. A further feature can include an initiator arranged to detect a detonation of an explosive device and to inflate the seat airbag on detection of the detonation.

In one or more embodiments, a seat support can form a suspension for the seat; in such a case, an airbag can, prior to inflation, form part of the suspension. In some embodiments, the inflation can represent an increase in the pressure within the airbag. In some embodiments, the increase in pressure is rapid and/or sudden. This can prevent, or reduce the possibility of, the suspension of the seat bottoming out during detonation.

The apparatus can further include a deformable structure, which absorbs energy as it is deformed; in one or more embodiments, the deformable structure can be used to absorb the kinetic energy of the occupant after detonation is detected. In one or more embodiments, the deformable structure can be supported by the floor airbag after inflation, and can reduce the amount of kinetic energy that is transmitted to the occupant by its deformation.

According to another aspect of the invention, there is a provided a vehicle having any or all of the features taken from the group comprising: a vehicle seat in accordance with disclosures herein; a seatbelt in accordance with disclosures herein; and a floor, the floor being provided with an apparatus in accordance with disclosures herein.

In some embodiments including more than one aspect employing an initiator, a common initiator can be provided for each of the apparatus.

While the systems and methodologies are described herein predominantly with respect to an explosive threat from beneath a target vehicle, it is to be appreciated that aspects of the subject innovation simultaneously reduce the risk of casualties as a result of explosive threats from front, rear, side and overhead directions. Further, some aspects of the subject innovation can be modified to mitigate threats from additional angles. However, exhaustive discussion of every possible means of employment of aspects described herein is omitted for terseness.

In embodiments where systems and methods call for inflation, a method or apparatus in accordance with the disclosures herein can include a source of inflation gas coupled to the inflatable component and one or more initiators. The initiator(s) can be arranged to inflate the component by causing the source to introduce inflation gas into the component. One or more sources used to inflate the component can include a pressurized gas container, or a chemical source of gas, for example a combination of nitroguanidine, ammonium nitrate and a tetrazole, which can release nitrogen as the inflation gas when ignited. In some embodiments requiring a plurality of sources of gas, a first source of gas can be capable of inflating an inflatable member at a higher volumetric rate than a second source of gas. In one or more embodiments, the first source of gas can include a chemical gas store and/or pressurized container, and the second source of gas can include a compressor. In at least one embodiment, sources of gas can be arranged so as enable inflation within a predetermined time frame. In at least one embodiment, the airbag(s) are inflated within 50 milliseconds of initiation by the initiator.

In some embodiments, fluids can be employed in place of or in combination with gases. For example, fluid stored in an “inflatable” member can displace via vents to provide cushioning effect. Displaced fluid can be redirected to an additional member, or simply be expelled from a cushion. In some embodiments, a separate fluid reservoir can be employed to push fluid to an “inflatable” member upon initiation. In at least one embodiment, fluid is retained in a single, vent-less member, or series of discrete members, and only displaces within its member rather than being vented elsewhere.

Airbags described herein can be arranged to remain at least partially inflated throughout the local, global, dropdown and subsequent phases of the detonation, thus providing protection for the occupant in all stages of the blast, including the latter three stages which present systems do not address. In some embodiments, one or more airbags can be arranged to remain inflated for at least 1 or 2 seconds after the detonation is detected, or any arbitrary length of time.

Systems and methods of aspects of the invention can be combined in any combination as the different techniques for protecting an occupant of a passenger seat of a vehicle conveniently interact to provide protection for most or all of occupants' bodies.

To the accomplishment of the foregoing and related ends, certain illustrative aspects of the innovation are described herein in connection with the description. These aspects are indicative, however, of but a few of the various ways in which the principles of the innovation can be employed and the subject innovation is intended to include all such aspects and their equivalents. Other advantages and novel features of the innovation can become apparent from the following detailed description of the innovation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a block schematic diagram of an example blast protection system in accordance with aspects;

FIG. 2 illustrates an example air bag deployment system in accordance with aspects of the innovation;

FIG. 3 illustrates an example dual vessel air bag protection system in normal use in accordance with the innovation;

FIG. 4 illustrates an example dual vessel air bag protection system in response to a blast event in accordance with aspects of the innovation;

FIG. 5 illustrates an example blast injury protection system that employs compressible spheres in accordance with aspects of the innovation;

FIG. 6 illustrates an example perspective view of a multi-layer compressible sphere system in accordance with aspects of the innovation;

FIG. 7 illustrates an example extruded section energy absorbing system in accordance with an aspect of the innovation;

FIG. 8 illustrates an alternate example extruded section energy absorbing system in accordance with an aspect of the innovation;

FIG. 9 illustrates an example system that employs a pivot and dampener in accordance with aspects of the innovation;

FIG. 10 illustrates an alternative example blast injury protection system in accordance with aspects of the innovation;

FIG. 11 illustrates an example lateral support system in accordance with aspects of the innovation;

FIG. 12 illustrates an example absorber system that employs belts in accordance with aspects of the innovation;

FIG. 13 illustrates an example moveable and stow-able seat frame;

FIGS. 14A and B illustrate an example semi-flexible seat;

FIG. 15 illustrates an example dual airbag cushion that can be used independently or in conjunction with other aspects set forth herein;

FIGS. 16A and 16B illustrate example energy absorption components, in uncompressed and compressed states, respectively;

FIG. 17 illustrates an example structure for at least one aspect of aspects set forth herein;

FIG. 18 illustrates an example at least a lower frame in accordance with at least one aspect described herein;

FIG. 19 illustrates an example lower frame component that at least serves to absorb and redirect energy in accordance with one or more aspects described herein;

FIGS. 20A and 20B illustrate an example frame in accordance with at least one aspect described herein;

FIG. 21 illustrates an example an example frame in accordance with at least one aspect described herein;

FIGS. 22A and 22B illustrate an example energy absorption component in accordance with at least one aspect described herein;

FIG. 23 illustrates an example energy absorption component in accordance with at least one aspect described herein;

FIG. 24 illustrates an example blast absorption component in accordance with at least one aspect described herein;

FIG. 25 illustrates an example lower protection component in accordance with at least one aspect described herein;

FIG. 26 illustrates an example blast protection system integrating one or more aspects of the subject innovation;

FIG. 27 illustrates an example implementation of a plurality of blast protection systems integrating one or more aspects of the subject innovation;

FIG. 28 illustrates an example side elevation of a seat fitted with at least one aspect described herein;

FIG. 29 illustrates a cross section through an example vehicle integrating at least one aspect set forth herein;

FIGS. 30A, 30B, 30C, 30D and 30E illustrates one embodiment of an airbag deployment technique;

FIGS. 31A, 31B, 31C and 31D illustrate an example side elevation of a seat fitted with one or more aspects described herein, and various enlargements of portions thereof;

FIG. 32 illustrates an example schematic of a vehicle seat according to one or more aspects described herein;

FIG. 33 illustrates an exploded view of at least one embodiment in accordance with one or more aspects described herein; and

FIG. 34 illustrates a cross section through an example air spring in accordance with at least one aspect of the subject innovation.

DETAILED DESCRIPTION

The innovation is now described with reference to the drawings, wherein like reference numerals are used to refer to like elements throughout. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the subject innovation. It can be evident, however, that the innovation can be practiced without these specific details. In other instances, well-known structures and devices are shown in block diagram form in order to facilitate describing the innovation.

Referring initially to the drawings, FIG. 1 illustrates an example schematic block component diagram of a system 100 in accordance with aspects of the innovation. As illustrated, system 100 can include a monitoring component 102 and a protection component 104. As can be described herein, the monitoring component can include one or more sensors capable of detecting an event (e.g., detonation event). The sensors can employ accelerometers, pressure switches, thermometers, airflow meters, levels or gyroscopes, deflection detectors, microphones, cameras, and so forth in various aspects. Upon detection of an event, the monitoring component 102 can trigger a protection component 104. It is to be understood that, while some aspects described herein employ a monitoring component 102, other aspect can merely employ a self-contained protection component. For example, a self-contained protection component could be employed whereby air or gas is transferred from one chamber to another to facilitate body movement and subsequent reaction in an attempt to safeguard an occupant.

As can be described herein, the protection system 104 can include an inflatable component (e.g., a multi-chamber air bag), an optional inflation system (e.g., compressed air/gas system), and/or deformable materials—all that are capable of protecting an occupant from injury in response to a blast.

FIG. 2 illustrates effect of a blast event in accordance with aspects of the innovation. The left portion of FIG. 2 illustrates an occupant in a normal seated position. As used herein, a normal position is a position when a vehicle and occupants are not under the forces of an explosion. Here, it can be seen that the inflatable device beneath the seat thigh-area of the cushion can either be deflated or inflated so as to enhance occupant comfort. In the event of an explosion event, as shown on the right side of FIG. 2, the thighs and lower legs are lifted away by the protection component (e.g., air bag deployment) so as to avoid impact with the deformed floor, inflexible points of contact with a seat or vehicle structure, or other moving objects.

Referring now to FIG. 3, a cross-sectional view of a seating system 300 wherein the occupant in a normal seating position is shown. As illustrated, the air bag (or protection component) can be configured into two vessels (or bags) 302 and 304 in fluid (or gaseous) communication with each other or otherwise capable of transferring gases and fluids between their respective reservoirs. In particular, the vessels can be described as a thigh bag 302 and a main bag reservoir 304. Compartments 302 and 304 can be connected via a pressure release valve 306 that enables air/gas to transfer from main bag reservoir 304 to thigh bag 302. Under normal use, main vessel 304 can remain inflated giving an occupant improved comfort levels.

FIG. 4 illustrates the example system 300 in the event of a detonation. Under force of an explosion, the torso of the occupant, in the downward direction as shown, forces pressure relief valve 306 to open filling thigh bag 302 (e.g., via gas from the main bag 304). Gas is transferred and thigh bag 302 inflates to raise the lower legs/feet away from the floor deformation, thereby protecting the occupant from effects of the event.

FIG. 5 illustrates an alternative aspect in accordance with the innovation. An innovation can be equipped with a matrix of deformable materials to assist in protection of an occupant during an explosion event. In at least one embodiment, groups of deformable spheres can be employed as pictured in FIGS. 5 and 6. In some embodiments, such aspects can be employed to protect the occupants' legs. Particularly, in the illustrated embodiment, the thighs can be protected against absorbing the total possible forces during an explosion. In normal use, the two layers of compression spheres support the occupant and improve comfort levels. While two layers are shown, it is to be understood that more or fewer layers can be employed without departing from the spirit and/or scope of the innovation.

Considering employment of embodiments like those illustrated in FIG. 5, a minor explosion can cause a portion of the spheres to compress under the downward force of the occupant reducing upward forces through the pelvis and spine. a major explosion would cause spheres to compress with the lower level bursting at a set pressure to allow the upper level to continue down in a controlled manner. After the initial high force of the explosion event, the upper level of spheres would still be intact (or substantially intact) giving further protection against the secondary impact of the vehicle hitting the ground/crater. An example of such action is illustrated by view of the normal use (left) and post-event use (right) shown in FIG. 5.

In at least one embodiment, the spheres are substantially identical. However, in other embodiments, different spheres can be employed throughout different portions of a cushion. For example, a bottom layer can be designed to burst upon a predetermined impulse, while upper layers can be designed to substantially retain their structure and integrity under any force. In such embodiments, some spheres can be filled with substances capable of outflow, and others can be made of a single material (e.g., foam, rubber) or a composite solid material. In some embodiments, spheres may move in relation to one another, while in others they are arranged in a matrix-type geometry that allows them to deform but remain in a similar relative position with respect to other elements. In some embodiments, different types of spheres can be intermixed randomly, or particular ratios of sphere types can be included (e.g., two out of three spheres are bursting, but do not reside in any fixed layers, or some spheres are permitted to move among one another while a skeletal geometry of spheres remain in a substantially fixed position within an apparatus).

In at least one embodiment, deformable spheres can be solid, made of one or more materials of which at least one is deformable. In some alternative embodiments, deformable spheres can be hollow or filled with gas, liquid, or other material. In some embodiments relating to a hollow deformable sphere, such deformable sphere can include vents to permit gas, liquid or other material that can be inside the deformable sphere to leave the deformable sphere, at least temporarily, upon deformation of the deformable sphere.

FIG. 6 illustrates a perspective view of a dual row compression system in accordance with aspects. As can be seen from the aspect of FIG. 6, seat compression system 600 can include webbing 602 sewn into a pocketed structure to allow the compression spheres to be loaded from top into multiple layers. In some embodiments, such as those illustrated, there can be two layers in a system. However, the spirit and scope of the subject innovation and embrace any number of layers, dependent upon the size of compression spheres and the system in which they are integrated. In some embodiments, seat compression system 600 can include a plurality of compression spheres designed to compress and potentially burst under predefined forces. This compression or bursting can effect a protective cushioning against the effect of an exploding IED/landmine or other similar event.

In one or more embodiments, deformable spheres or other deformable elements can be designed to limit the speed with which they return to an earlier configuration to limit the force of a restorative impulse on organisms or materials in contact with deformable elements (e.g., prevent a bounce or “launch” upward).

Referring now to FIG. 7, an alternative seat compression system 700 in accordance with aspects of the innovation is shown. As shown, the seat compression system 700 of FIG. 7 employs flexible cushion sections 702 in place of deformable (or burstable) spheres. While FIG. 7 illustrates flexible cushion sections 702 in place of the earlier deformable spheres, those skilled in the art will appreciate that a hybrid system where flexible cushion sections 702 are employed in conjunction with deformable elements is possible. In some embodiments, flexible cushion sections 702 can be interspersed with other deformable elements, can contain other deformable elements, or can be contained within other deformable elements.

While the embodiment describes rubber sections, it is to be understood that most any flexible (or compression-able) material can be employed in alternative aspects without departing from the spirit and/or scope of the innovation and claims appended hereto.

It is to be understood and appreciated that the extruded sections 702 enable similar properties of the compression spheres and the thigh/main vessels of previous figures. In other words, each of the aspects can be employed to assist in protecting an occupant, e.g., in an IED event or the like.

In some embodiments, extruded rubber sections 702 can be filled with gases or fluids that displace between extruded rubber sections 702 or are vented outward upon the introduction of a compressive force.

In one or more embodiments, extruded rubber sections 702 can be designed to limit the speed with which they return to an earlier configuration to limit the force of a restorative impulse on organisms or materials in contact with extruded rubber sections 702 (e.g., prevent a bounce or “launch” upward).

As shown, extruded rubber sections 702 can interlock to create a compression cushion having functionality as described herein. Top profile to give comfort to the occupant with lower profiles developed to give different rates of compression under force.

FIG. 8 illustrates yet another seat compression system 800 in accordance with aspects of the innovation. In particular, FIG. 8 illustrates an alternate rubber extrusion 802 that can be employed to provide seat compression in embodiments. In operation, structured rubber extrusions 802 can clip together to form a supportive pad as shown in system 800. This pad can be sealed within an air bag. In one embodiment illustrated by the arrows in FIG. 8, the extrusions can be connect by sliding or other means to form an interlocked pad, which can be positioned within an air bag 804 as shown.

It can be appreciated that the rubber components take initial impact force with the airbag inflating to reduce secondary impact force. In other words, a pressure system can be employed to inflate the air bag, e.g., in the case of an explosion event.

Yet another aspect of the innovation is shown in FIG. 9. Essentially, FIG. 9 illustrates two views, 900 and 902, of an aspect that illustrate a pivot/dampener mechanism to protect an occupant from an IED or similar explosive attack. In the event of an IED/land mine detonation the seat base is designed to rotate on pivot 904 which has the effect of raising the legs and damping the force going through the pelvis/spine as described in previous aspects. Here, dampener 906 can be employed to facilitate reduction of forces as shown by the arrow in 902 thereby facilitating occupant protection.

In operation of some embodiments, an initial upward force through the floor can be reduced through damping tile 908 which works in conjunction with the seat system. As shown in FIG. 9, the dampening tile can be manufactured of most any flexible and compressible material, e.g., rubber or the like. Additionally, the tile 908 can be positioned beneath the seat cushion as shown in 900 and 902.

Turning now to FIG. 10, an alternate aspect of a seat compression system 1000 is shown. As previously described, a dampener or cushion tilt system 1002 can be employed to enable a seat to pivot in the event of an explosion event. A dampening tile 1004 can be employed, e.g., to absorb initial forces. An air bag 1006 can be employed to encase an extruded dampening structure 1008 so as to absorb forces as described herein. While a specific dampening structure is shown in FIG. 10, it is to be understood that other dampening structures can be employed and are to be included within the scope of this disclosure and claims appended hereto.

An example lateral support system 1100 is illustrated in FIG. 11. Lateral support system 1100 can include supports 1102 located on one or both sides of a seat back as shown. In the event of roll over, an occupant's head can often be subject to rapid lateral and forward forces, e.g., potentially increased by the weight of a helmet. As shown, each support 1102 includes open areas so as not to inhibit line of sight while protecting an occupant in the instance of a rollover. Protection can be effected by (but is not limited to) limiting the distance an occupants' head can travel, cushioning an impact between a head and structure, and preventing the head from striking un-cushioned structure. In some embodiments, support(s) 1102 can be adjusted to increase or decrease the possible range of motion. In at least one embodiment, support(s) 1102 can be moved automatically under alternative power (e.g., passive gas displaced by other systems, active gas from an initiator and gas source, electricity, or other means) upon the occurrence of an explosive attack. It can be appreciated that this lateral support system 1100 can be employed with any of the aforementioned seat compression systems.

As described supra, the innovation provides systems and methods of protecting an occupant of a passenger seat of a vehicle from the effects of an explosive device being detonated against a vehicle. A system in accordance with the disclosures herein can include an inflatable multi-chamber airbag in the seat and a monitoring system that detects a detonation of an explosive device. Inflation of the seat airbag can commence upon detection of the detonation. Thus, an airbag can be used to cushion the forces felt by the occupant due to the detonation.

In aspects, the seat airbag can remain at least partially inflated throughout the local, global, dropdown and subsequent phases of the detonation, thus providing protection for the occupant in all stages of the explosion, including the latter three stages. In some embodiments, the seat airbag can remain inflated for at least 1 or 2, or even up to 7 seconds after the detonation is detected. For example, inflation of the airbag can occur within 50 milliseconds of detection of detonation. While these example timeframes are given in support of particular, narrow embodiments, it is appreciated that the systems set forth herein are in no way limited to any specific length of time, and can be configured to inflate, deflate, deform, reform, et cetera, in any arbitrary length of time. In some embodiments, a time is not the dispositive factor for determining when different aspects of protection actuate or de-actuate. In some embodiments, an arbitrary force or other measurable (e.g., by sensors such as those described supra) event or events dictate how one or more of aspects set forth herein act or react.

FIG. 12 illustrates an example energy absorbing system 1200 that employs belts in accordance with aspects of the innovation. In operation, the system 1200 of FIG. 12 is employed in a manner similar to the dampening pivot seat described supra. As shown, the system 1200 employs a seat assembly that is attached to safety belts which can absorb energy during an impact. Additionally, energy is also taken out by means of shock absorbers 1200 (e.g., two absorbers), as shown.

In addition (or separate from) the aspects described herein, an inflatable floor (carpet, mat, etc.) can also be employed and inflated, e.g., using a compressor which is activated once the occupant buckles his harness. The inflatable mat, floor or carpet can be triggered upon impact or an event, e.g., as indicated by a monitor or sensor component. In addition, when the harness is unbuckled, the carpet airbag can deflate, thus retracting the airbag into its normal un-inflated state.

Turning now to FIG. 13, a stowable seating system is illustrated. System 1300 can include vertical straps 1302, 1304, 1306 and 1308. Straps 1302-1308 can be made of, for example, synthetic or cloth material(s), such as those typically employed in the construction of seatbelts.

System 1300 can also include slots such as slots 1312, 1314, 1316 and 1318 that allow an inner frame 1330 to move within outer frame 1340. The slots such as slot 1312 permit inner frame 1330 to travel a small amount within and parallel to outer frame 1340 (e.g., up and down).

System 1300 further includes a base 1350, which can be used as a seat. In some embodiments, base 1350 can be attached to inner frame 1330 by means of a pivot or hinge, to allow base 1350 to move with respect to inner frame 1340.

Inner frame 1330, outer frame 1340 can be made of a rigid structural material in some embodiments. For example, metals or polymers may be used in construction of inner frame 1330 and outer frame 1340. Interfaces between inner frame 1330 and outer frame 1340, such as slots 1312-1318, as well as interfaces between base 1350 can also be made of rigid materials in some embodiments.

All other members and materials pictured in system 1300 can be made of the synthetic strap material mentioned earlier. This can include (but is not limited to) back 1362, seat 1364, supports 1366 and 1368, et cetera. In some embodiments, one or more of these components can be made of rigid material, and in some embodiments may be jointed to permit the base to fold despite rigid construction. While back 1362, seat 1364 and supports 1366 and 1368 are pictured in a particular configuration, it is understood that other arrangements fall within the scope of the subject innovation. For example, webbing could be a series of linear straps as opposed to the pictured “X”, various supports can be straps inserted or connected at different points, and so forth.

By using flexible strap material, vertical straps 1302-1308 supporting inner frame 1330, back 1362, seat 1364 and supports 1366 and 1368 can deflect upon energetic impulse, and stretch and/or deform small amounts to dissipate the severity of the effects on an occupant in the seat. Upon a blast, strap material can stretch lightly, and in later stages, especially drop, can avoid the suddenness of a change of direction in a seat where all materials are rigid. In addition, by using a soft material in supports 1366 and 1368, the seat can fold easily for stowage.

FIG. 14A illustrates a system 1400 including a seat that can be used in conjunction with other aspects set forth herein. FIG. 14B depicts a cross-section of the seat of system 1400.

System 1400 can include seat 1410 and back 1420. In some embodiments, seat 1410 and back 1420 can include a rigid frame covered by fabric or similar material. Seat 1410 and back 1420 can include attachment points 1412-1418 and 1422-1428, respectively. Attachment points 1412-1418 and 1422-1428 can be used to connect, for example, one or more airbag cushions in accordance with the features described herein. In one or more embodiments, attachments points 1412-1418 and 1422-1428 can be Velcro. In other embodiments, attachment points 1412-1418 and 1422-1428 can be straps, buckles, snaps, buttons, or other means for removably attaching separate items, and combinations thereof.

System 1400 can also include zipper 1430, which can run down the middle or another portion of back 1420. System 1400 can additionally include straps 1436 and 1438 that, in some embodiments, support seat 1410. In some embodiments, additional fabric or other materials encloses the area above the sides of seat 1410, specifically covering the area beneath straps 1436 and 1438 and connecting to seat 1410 and back 1420.

In some embodiments, seat 1410 is cantilevered from a hinge or pivot that stops it at a desired angle to back 1420, and straps 1436 and 1438 do not support the weight of seat 1410. However, in many embodiments, straps 1436 and 1438 support at least a portion of the weight borne by seat 1410.

In embodiments where straps 1436 and 1438 are made of a foldable or flexible material, or where similar rigid supports are used that are removable or include hinges or pivots, seat 1410 can be folded up or down to rest parallel to back 1420, facilitating easy stowing of seat 1410.

FIG. 14B shows a cross section through seat 1410. The ends show a round cylinder comprising a rigid frame around seat 1410, and the top and bottom lines represent two layers of fabric doubled around the frame. In some embodiments, the frame around seat 1410 is hollow (e.g., metal tube). In other embodiments, the frame around seat 1410 is solid (e.g., polymer rod).

FIG. 15 illustrates a two-chamber cushion system 1500. System 1500 can include a first chamber 1510 and a second chamber 1520. Between first chamber 1510 and second chamber 1520, there can be a series of vents 1512-1518 et cetera that permit air, fluid, or movable solids (e.g., small, flexible beads) to flow between first chamber 1510 and second chamber 1520. While the illustrated embodiment is discussed with respect to vents 1512-1518 for purposes of brevity, it is appreciated any number of vents can exist between first chamber 1510 and second chamber 1520, symmetrically or asymmetrically. Likewise, other geometries (e.g., circular cushion system differing from a rounded rectangular system as pictured in system 1500) are understood to fall within the scope of the subject innovation.

In at least one embodiment, vents 1512-1518 are open and allow free flow under any amount of pressure. In other embodiments, a minimum amount of energy must be imparted on first chamber 1510 before one or more of vents 1512-1518 open. In some embodiments, a vent “gate” is blown out and permanently opened upon a particular amount of force. In other embodiments, vents can open and close when a sufficient force is applied or removed. In some embodiments, vents 1512-1518 are not all identical, with some vents larger than others or requiring greater force to open. For example, a small explosion might be mitigated with a relatively low rate of flow between first chamber 1510 and second chamber 1520, and so only small, closable vents will permit flow. In the same embodiment, a larger explosion might be better mitigated by permitting greater flow. Accordingly, the small vents can allow flow, but larger vents requiring greater force to actuate may be “blown out,” permitting a greater airflow and mitigating effect.

In some embodiments, system 1500 is wholly reusable after being compressed. In other embodiments, system 1500 is usable but degraded after compression. In still other embodiments, system 1500 should be replaced after mitigating an explosion. It is appreciated that all three situations can occur with respect to the same embodiment as well, depending on the severity of an explosion or the number of explosions mitigated.

It is to be appreciated that the chambers can be made of any number of flexible or semi-flexible materials, and that first chamber 1510 and second chamber 1520 can be made of the same or different materials. In some embodiments, first chamber 1510 and second chamber 1520 represent a closed system, only exchanging gas (or other materials) between one another. In other embodiments, first chamber 1510 and second chamber 1520 can be a semi-open or open system that allows gas to leave one or both chambers under one or more circumstances.

FIGS. 16A and 16B illustrate a cross section of a possible embodiment of a system similar to that of system 1500. FIG. 16A shows a cross section of a two-chamber cushion system 1600 under normal use, prior to the application of increased forces. FIG. 16B shows a cross section of a two-chamber cushion system 1600 under increased force, such as the stress of being forced up against the weight of an occupant during an explosion. In 16A, the gas (or other material) is predominantly in first chamber 1610, and second chamber 1620 is deflated. Upon application of force in 16B, the gas (or other material) passes through at least vents 1612 and 1614, to second chamber 1620. In some embodiments, second chamber 1620 inflates upon application of the force, based at least in part on gas (or other material) passed from first chamber 1610.

While second chamber 1620 is pictured as two distinct chambers, second chamber 1620 can be a single chamber, or series of partitioned chambers, around the perimeter of first chamber 1610. In some embodiments, the partitioning of chambers or use of additional chambers can facilitate system integrity retention and survivability by adding redundant chamber in the event that one or more chambers rupture, fail, or fail to restore to original shape. For example, first chamber 1510 can be a series of distinct chambers or sub-chambers. Alternatively, second chamber 1520 can be one or more chambers attached to a single vent, or one or more vents attached to a single chamber. In some embodiments, second chamber 1520 includes partitions between vents. In some embodiments, the partitions can be designed to fail (e.g., first, by being built to a lower strength than other portions of a chamber) if a load becomes unbalanced to provide a maximum energy absorption in a particular area.

FIG. 17 displays a structure 1700 for absorbing blast energy. In the illustrated embodiment, a honeycomb structure is used in a repeating fashion. Structure 1700 can include body 1710 and vent 1720. Vent 1720 can allow gas, fluid or other material to pass from one honeycomb cell to another when a given cell or cells are compressed. While vent 1720 is only shown with one other vent in the illustrated embodiment, it is to be appreciated that multiple vents can be present on one or more walls of body 1710. In at least one embodiment, vent 1720 can simply be a hole between body 1710 of a cell. In other embodiments, vent 1720 can include additional flow restriction aspects that limit or prevent flow between cells under one or more conditions (e.g., below a minimum force). In some embodiments, structure 1700 is used as a single structure not in conjunction with other cells. In other embodiments, structure 1700 is arranged in patterns as one of a plurality of cells sharing a structure substantially similar to structure 1700. In still other embodiments, alternative cell designs can be intermingled in a pattern or at random with structure 1700.

FIG. 18 shows system 1800 including a stowable seat 1820 with a leg-protecting lower frame 1830. System 1800 can include back frame 1810. Back frame 1810 and lower frame 1830 can be connected to seat 1820 using hinges or pivots, permitting system 1800 to fold and unfold at two points for easy stowing of lower frame 1830, seat 1820, or both.

In some embodiments, lower frame 1830 can include attachment points 1832, 1834 and 1836. In at least one embodiment, attachment points 1832-1836 can be used to attach airbag cushion 1840. As described above, a variety of attachment means can be employed to facilitate such attachment, such as Velcro, buckles, buttons, et cetera.

Airbag cushion 1840 can be designed with main chamber 1842 and one or more secondary chambers 1844. Upon the application of a force (e.g., travelling upward after a blast against the weight of an occupant's feet and legs), gas or other material can travel from main chamber 1842 to secondary chambers 1844. In this fashion, the gas leaving main chamber 1842 can mitigate the felt blast on portions in contact with main chamber 1842 by flexing with the resistance, and inflate secondary chambers 1844 to mitigate the felt blast on parts in contact with secondary chamber chambers 1844 by creating additional cushion between those parts and the rigid portions of lower frame 1830. In some embodiments, airbag cushion 1840 is in fluid communication with airbag cushions attached to seat 1820, frame 1810, or other components or vehicle areas, providing additional displacement and cushioning for blast mitigation.

FIGS. 19A, 19B and 19C illustrate embodiments of a dual-airbag cushion system 1900 such as that used with lower frame 1830 in FIG. 18. System 1900 can include main chamber 1910 and secondary chambers 1920. In FIG. 19B, system 1900 is shown in normal use, under stresses less than those associated with a blast event. In FIG. 19C, system 1900 is shown under additional stress (e.g., from the weight of legs and feet resisting upward motion during or following an explosion). In FIG. 19C, gas (or other material) is illustrated as having displaced from main chamber 1910, now deformed, and inflated secondary chambers 1920. In some embodiments, there is simply open space between main chamber 1910 and secondary chambers 1920. In other embodiments, specifically designed vents can be employed between main chamber 1910 and secondary chambers 1920.

FIGS. 20A and 20B illustrate at least one embodiment of a strap-based suspension system 2000 providing a stowable seat in accordance with aspects of the disclosure herein. In at least one embodiment, inner frame 2010 is supported by straps 2022-2028, and aligned with outer frame 2030 by use of side channels 2012-2018. Straps 2022-2028 can be made of a flexible or semi-flexible material, such as a natural or synthetic cloth with sufficient strength to withstand weight under blast stress without failing. Straps 2022-2028 can provide less energy transfer to a passenger seated on seat 2040 due to their greater flexibility and more desirable elastic modulus compared to rigid members such as those used in outer frame 2030. FIGS. 20A and 20B show an angle where seat 2040 is quartering toward the viewer and an angle where seat 2040 is directly facing the viewer, respectively.

In some embodiments, straps 2022-2028 can be designed to fail upon sufficient force or forces.

FIG. 21 illustrates an embodiment of system 2100 including an inner frame 2110 and an outer frame 2120. In some embodiments, a seat can be affixed to inner frame 2110. In further embodiments, the seat affixed to inner frame 2110 can be attached via hinges or pivots to allow the seat to fold for stowage. In some embodiments, the seat can fold upward, toward the bulk of outer frame 2120, for stowage. In other embodiments, the frame can fold downwards. Some embodiments including a stowable seat can include attachment points to secure the seat in the stowed position until needed again, such that the seat will not accidentally or inadvertently de-stow at an undesired time.

Straps 2112-2118 can provide vertical support connecting inner frame 2210 to outer frame 2120. In some embodiments, channels 2122-2128 can be included to provide an interface for lateral support an alignment between inner frame 2110 and outer frame 2120. In some embodiments, no channels exist.

Straps 2112-2118 are pictured longer than in the embodiments illustrated earlier. By lengthening straps 2112-2118, the greater elasticity of straps (compared to rigid members) can be employed advantageously. A greater length of elastic or flexible material can undergo greater absolute deflection or deformation under similar forces and before failure, and can accordingly serve to better dampen sudden impulses by reducing the absolute motion and acceleration between rigid components.

FIGS. 22A and 22B illustrate a cushion system 2200 including a honeycomb cushion containing vented honeycomb cells in main chamber 2210, and a supplemental chamber 2220 that inflates (or inflates more) upon deformation of main chamber 2110. During and after an explosion, the vehicle moves up, imparting upward motion onto a seat inside. An occupant's body resists this motion, forcing down, represented by the large red arrow. This deforms the honeycombs in the main chamber, which vent outward to force additional gas (or other material) to supplemental chamber 2200. This provides additional upward force over a greater area and provides a deformable cushion under the occupant, decreasing the severity of the interaction between the occupant and portions of the vehicle. By providing additional cushion (e.g., material that is easily deformed and can slow a rate of acceleration) and spreading the surface area over which an opposing force is applied (e.g., by pushing up around the perimeter of an entire cushion rather than from one compressed point), the likelihood of forces large enough to cause injury to the occupant is reduced.

In some embodiments, system 2200 can include Velcro, buckle, snap, strap, button, or other flexible attachment points to allow its simple and secure integration into seats and onto other portions of vehicle structure.

FIG. 23 illustrates another embodiment of a cross-sectional view of a multi-chamber airbag 2100. As shown, airbag 2100 can have main chamber 2010 and supplemental chamber 2020. When a force is applied anywhere to main chamber 2010, main chamber 2010 deforms and is reduced in volume. The reduction in volume forces gas (or other material) corresponding to that volume into supplemental chamber 2020, which in turn inflates as the gas corresponding to the volume reduced in main chamber 2010 flows in. Main chamber 2010 and supplemental chamber 2020 can, but need not, include a vent structure. The vent structure can serve as a material-communicative interface permitting gas, fluid, or other material to flow between main chamber 2010 and 2020. In various embodiments, vents can always remain open, open once, or open and shut repeatedly. In embodiments where the vents are initially closed (whether or not they can re-close after opening), opening the vents can depend upon an amount of flow, a gas pressure, a sensor-measured quantity, or other aspects.

FIG. 24 illustrates another embodiment of a honeycomb airbag 2400. A primary honeycomb airbag 2410 can comprise the larger portion of airbag 2400, while secondary airbag 2420 can wrap the perimeter of primary airbag 2410. A cover 2430 can enclose the honeycomb cell structure of primary airbag 2410.

In some embodiments, secondary airbag 2420 is partially inflated or deflated, and inflates with gas or other material from primary airbag 2410 upon deformation of airbag 2410. In at least one embodiment, secondary airbag 2420 is inflated at all times. In still other embodiments, secondary airbag 2420 is inflated from an outside source (e.g., compressed gas, chemical gas source, or air compressor) upon detection of an explosion.

FIG. 25 illustrates a lower frame assembly 2500 for use in conjunction with aspects described herein. Lower frame assembly 2500 can include, either permanently or via attachment points like those described throughout this disclosure, main airbag 2510 and secondary airbag 2520. If the assembly is suddenly imparted with upward acceleration while in use by an occupant, the occupant's feet and legs can resist the motion, deforming primary airbag 2510. The volume reduced in primary airbag 2510 by said deformation can displace corresponding gas or material to secondary airbag 2520. The gas travelling to secondary airbag 2520 helps spread the area over which force is applied to redirect the occupant upward with the vehicle, as well as provides a deformable gas (or other material) cushion to prevent hard contact between structural components and at least the occupant's legs. The deformation of primary airbag 2510 reduces the absolute motion of legs and feet, or at least slows their acceleration, thus reducing the instant force applied and decreasing the likelihood of injury.

In some embodiments, lower frame assembly 2500 attach all rigid interfaces (e.g., portions where rigid parts of lower frame assembly 2500 change angles) can be hinged or serve as pivots through at least one range of motion to facilitate folding of lower frame assembly 2500 at least under, over or into, for example, a seat or upper frame for stowage.

In some embodiments, primary airbag 2510 and secondary airbag 2520, and other components, can deflate or crush for stowage. For example, by deflating all inflatable portions of lower frame assembly 2500, the inflatable portions can fold into lower frame assembly 2500 when the lower frame is stowed. In some (but not all) embodiments, primary airbag 2510 (and/or secondary airbag 2520) can re-inflate automatically upon coming out of stowage.

In some embodiments, primary airbag 2510, secondary airbag 2520, or both can be deflated or only partially inflated, and be inflated by an external inflating system actuated upon detection of an explosion or other sudden impulse capable of causing trauma.

FIG. 26 illustrates a composite system 2600 including several aspects discussed supra and other aspects previously undisclosed. System 2600 can include an outer frame 2610, an inner frame 2620. Inner frame 2620 can interface with outer frame 2610 by at least channels 2612 and 2614, to maintain alignment between the frames 2610 and 2620 while allowing at least one-directional motion with respect to one another. System 2600 can additionally have seat 2630, and lower frame assembly 2640. Seat 2630 and lower frame assembly 2640 can include attached dual-chamber airbags or cushions capable of displacing gas or other material to reduce the felt impulse of an explosion. In some embodiments, one or more chambers can be filled with a honeycomb structure, deformable spheres, or other materials described throughout this disclosure. Seatbelts or multi-point harnesses can also be employed in conjunction with system 2600 as illustrated. Loopholes or retaining guides can be provided to direct and retain the seatbelts or harnesses, as pictured.

System 2600 can include a strap-based suspension system further defining them motion between outer frame 2610 and inner frame 2620. In some embodiments, the strap-based suspension system can include straps 2652 and 2654. Straps 2652 and 2654 can be inserted into the bottom (or another part) of inner frame 2620 and wrap over the top (or another part) of outer frame 2610, reinserting into the sides of seat 2630 and supporting a fabric around the sides of seat 2630. Accordingly, while straps 2652 and 2654 will stretch upon being placed under force, they will under most circumstances not stretch as far as inner frame 2620 moves with respect to outer frame 2610. Thus, straps 2652 and straps 2654 will pull back on their insertion point in seat 2630, creating a lifting motion which can decouple an occupant from hard portions of system 2600, the floor, or other vehicle parts that can cause trauma if in contact during an explosion, while distributing the area over which the upward force is applied.

FIG. 27 illustrates a plurality of systems 2700 reflecting a possible multi-seat application in a vehicle. Each individual system among the plurality 2700 has outer frames like that used in FIG. 26. In at least one embodiment, the outer frames share at least one common member. In some embodiments, the outer frames are aligned, and thus align all the systems among the plurality. In at least one embodiment, the outer frames of plurality 2700 can be affixed in an immovable, absolute fashion to a vehicle in which they are contained. In at least another embodiment, the plurality 2700 may be capable of at least some motion with respect to the vehicle or one another. In at least one embodiment, one or more of the systems among plurality 2700 can be stowed. In at least one embodiment, one or more systems among the plurality can be removed.

FIGS. 28-30 display different aspects of at least one embodiment in accordance with aspects described herein. An airbag 2810 can be deployed, also shown in FIGS. 30A-30E, in the seatpan of an individual seated in a seat 2800 as in FIG. 28, located in the vehicle 2900 as in FIG. 29. Seat 2800 can be fitted within vehicle 2900 as shown in FIG. 29 and configured to protect the occupant, pictured in whole in FIGS. 28 and 29, and in part in FIG. 30A, from an explosive 2910 that is, for example, below the vehicle pictured in FIG. 29.

As shown in FIG. 30A, the airbag in its undeployed, uninflated state fits underneath the seat cushion. It is provided with an initiator 2810, which detects the detonation of the explosive device by means of a sensor such as an accelerometer or another described herein. If the (for example) accelerometer indicates that the initiator is accelerating faster than a threshold, a detonation is considered to be detected. Alternatively, any other convenient method of detecting detonation of a local explosive device could be employed. When the initiator detects detonation, it can inflate the airbag using a gas source. The gas source can be contained within the initiator, or be located remotely thereto but still actuated by the initiator. The source can include a pressurised gas container, or a chemical source of gas (e.g., a combination of nitroguanidine, ammonium nitrate and a tetrazole) which can rapidly release gas (e.g., nitrogen) when ignited. The released gas can inflate the airbag.

The deployment of the airbag 2810 is successively depicted in FIGS. 30A to 30E. Airbag 2810 can deploy backwards towards the rear of seat 2800, in the rear direction with respect to the occupant. It can force the occupant upwards and can force the occupant's pelvis backwards while surrounding and cushioning the occupant's pelvis. Once inflated (as shown in FIG. 30E), the airbag can remain so for 2 seconds, or for any arbitrary length of time, until all four phases of the blast due to the detonation described in the introduction above have passed. In some embodiments, the airbag can deflate and the initiator and gas system can re-arm for subsequent redeployment. This can facilitate reuse of the same system, and more important provide on-going protection for an occupant in the event of a secondary explosion threat (e.g., secondary or additional IED, or explosions from burning fuel or munitions).

During the explosion, airbag 2810 lifts the occupant. In some embodiments, the airbag 2810 decouples the occupant from the seat pan. It is to be noted that the seat pan is supported relative to the vehicle by a support; when inflated, the airbag 2810 supports the occupant relative to this support and so can cushion the user against the movement of the vehicle due to the blast.

An additional embodiment for protecting an occupant from the effects of detonation of an explosive device according to a second embodiment of the invention is shown in FIGS. 31A-31D of the accompanying drawings.

In system 3100 multi-airbag systems are provided. A seat airbag 3110 is, as in the first embodiment provided in the seat pan, although it can be provided at any point in the seatpan. In some embodiments, multiple airbags can be provided in different portions of the seatpan. A floor airbag 3122 is provided in the floor 3120 of the vehicle. Finally, seat belt 3140 contains two airbags 3132 and 3134. A common initiator 3150 can be provided for all airbag systems (3110, 3122 and 3132/3134) and detects the detonation of an explosive device in the same manner as the first embodiment. In some embodiments, each airbag system has its own gas source(s) which can be singly or separately initiated by initiator 3150; for example, that for the seat airbag 3110.

The functionality of the seat airbag 3110 can be the same as that of various embodiments described herein. The deployment of the seat airbag 3110 can be seen in more detail by inspecting additional Figures throughout this disclosure.

Floor airbag 3122 is provided in floor 3120 of the vehicle. In some embodiments, it has the form of a closed body, defined by a top surface and a bottom surface joined together at regular intervals by linear tethers. These tethers ensure that when the floor airbag 3122 is inflated, as shown in FIG. 31B, the floor airbag 3122 can be of generally consistent thickness; similar tethers can be used to similar effect in the seat airbag 3110. In use, floor airbag 3122 decouples the occupant's feet from the structure of the vehicle and in particular the floor 3120. It can cushion the occupant's feet in particular against the effects of the local phase described above. In some embodiments, the floor airbag 3122 can be “sandwiched” between two layers of carpet for comfort and aesthetics. In other embodiments, the floor airbag may be layered between other materials, or exposed on floor 3120.

Floor airbag 3122 and the seat airbag 3110 can each be provided with a deformable member. These can each include a stiff sheet, in one or more embodiments formed of metal, plastic or composite, for example carbon fibre, and have a predetermined stiffness and profile so as to deform in a predictable manner. As the vehicle moves upwards, the occupant's inertia can cause a force to be applied to the deformable members, which can bend, absorbing energy that can otherwise be transmitted to the occupant's pelvis, femur or feet.

The seatbelt airbags 3142 and 3144, once inflated, ensure that the forces applied by the seatbelt 3140 on the occupant are cushioned, so that the vehicle does not transmit overly strong forces to the occupant through the seatbelt 3140.

The volumetric chambers formed by the inflated airbags 3110, 3122 and 3142/3144 can be vented or unvented. In some embodiments, the chambers or their pressure relief mechanisms can burst once a predetermined pressure is reached. Alternatively, the airbags can be provided with one or more venting holes, pressure sensitive discs, vents or membranes. The airbags can be formed of membrane material, such as thermoplastics or metal materials. The inflation pressure of the chambers can be to an arbitrary value depending on the required application. In at least one embodiment, the inflation pressure of the chambers can be at least 200 millibars over atmospheric presume.

The gas source can be any suitable gas generator, for example conventional, cold gas or variable inflator technologies can be used. It is important to maintain the inflation of the airbags for the time period over which the blast occurs, generally at least 2 seconds. It is likewise important to inflate with sufficient speed to ensure mitigation through all phases of the explosion.

Other embodiments of the invention are shown in FIGS. 32-34 of the accompanying drawings. In some embodiments, as can be seen in FIG. 32, a vehicle seat 3210 is supported by a suspension. An exploded view of a seat in accordance with at least some aspects similar to those of FIG. 32 can be seen in FIG. 33. This includes a two pairs of scissor links 3220, which allow vertical movement of the vehicle seat 3210 relative to the floor of the vehicle. Also supporting the seat 3210 relative to the floor is an air spring 3230. This is shown in more detail in FIG. 34 of the accompanying drawings. Such suspensions are commonly used for vehicles used in the construction industry.

Air spring 3230 includes a flexible but incompressible sleeve 3410 mounted on a piston 3420 that is secured relative to the floor. An end cap 3430 is attached to the seat. As the gas pressure within sleeve 3410 changes, the volume of gas within sleeve 3410 can change. In some embodiments, as the volume decreases, the sleeve can concertina over the piston to a greater or lesser extent, thus changing the vertical distance between piston 3420 and end cap 3430. Thus, the piston 3420, end cap 3430 and sleeve 3410 form an airbag.

In normal use, when a detonation is not being detected, air spring 3230 can be filled with gas—in one or more embodiments air—by means of a compressor 3440 connected to ports 3442 and 3444. The compressor keeps the pressure within the sleeve 3410 close to a desired level dependent upon the desired stiffness of the suspension. The actual pressure can depend upon forces applied by the seat and the floor to the respective ends of the air spring 3230.

However, an initiator 3450 is provided which, as in the previous embodiments, can sense the detonation of an explosive device. This is connected to a gas source 3452, which can cause a sudden increase in the pressure in air spring 3230 on initiation by initiator 3450. The pressure can increase by an arbitrary amount over a given period of time, depending on the design constraints. This can make the suspension much stiffer and hence unlikely to “bottom out” (that is, reach its maximum vertical travel, with the end cap 3430 and piston 3420 touching), while still protecting the occupant of the seat 3210 against the forces due to the floor of the vehicle being forced upwards by the detonation.

It is to be noted that the compressor 3440 need not be, and in one or more embodiments cannot be, capable of providing gas as quickly as the gas source 148 or at the rate required to pressurise the air bag 3460 to the required level in the period given above. In some embodiments, the gas source 3452 can function as the first gas source of the present invention, and the compressor 3440 as the second gas source. The gas source 3452 can be any suitable gas generator, for example conventional, cold gas or variable inflator technologies can be used; in one or more embodiments a gas generator as used presently for side airbags in automotive applications can be used.

The end cap 3430 is provided with a spring-loaded flapper valve 3432, which only opens if the pressure in the air bag 3460 is over a predetermined limit, which is sufficient to reduce the harmful forces applied to the occupant discussed above. This ensures that the air spring remains inflated for the duration of the aftermath of the detonation, in one or more embodiments at least 2 seconds.

What has been described above includes examples of the innovation. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the subject innovation, but one of ordinary skill in the art can recognize that many further combinations and permutations of the innovation are possible. Accordingly, the innovation is intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims. Furthermore, to the extent that the term “includes” is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term “comprising” as “comprising” is interpreted when employed as a transitional word in a claim.

Number	Date	Country
61493016	Jun 2011	US
61540177	Sep 2011	US
61557613	Nov 2011	US
61564131	Nov 2011	US

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