DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0058] Accordingly, the improved safety collision headrest system of the present invention is shown generally in FIGS. 1-6 and is indicated at 10. System 10 generally includes an occupant headrest 12 and a pressure actuation assembly 50 (FIG. 10). In the event of a collision, the present invention is intended to move the occupant headrest 12 to an upper or extended position and deploy one or more injury saving airbags.

[0059] Although headrest system 10 is shown in FIGS. 1-6 installed within a front seat for deployment of airbag 58, headrest system 10 could be installed within a back seat to protect back seat passengers in a similar manner. Airbag 59 is similar in structure and function to airbag 58 and provides a cushion for the back seat passenger's head and neck when the passenger is thrust rearwardly against the back seat. Other than possibly the shapes, all airbags described herein are constructed in a traditional manner from common materials known by those of ordinary skill in the airbag airs.

[0060] FIG. 2 illustrates that, when inflated, front airbag 58 fills the gap formed between headrest 12 and the top of seat 20 at the front of seat 20. Inflated airbag 58 is positioned in front of poles 14 and piston rod 64 between headrest 12 and the passenger to cushion the backward thrust of the passenger's head and neck upon a collision or abrupt stopping. Further, inflated front airbag 58 protects the passengers head and neck from contacting rigidly mounted poles 14 and sleeve 66 as the passenger is thrust backwards against seat 20.

[0061] An optional rear airbag 90 (FIGS. 2, 5 and 6) may be positioned within airbag chamber 60, or within a separate airbag chamber, and is deployed in a manner similar to airbags 58 and 59, as will be explained later herein. Rear airbag 90 inflates toward the rear of seat 20, at substantially the same time front airbag 58 inflates, to fill the gap formed between headrest 12 and the top of seat 20. Airbag 90 is positioned between the back of headrest 12 and seat 20 on one hand and the back seat passenger to cushion the forward thrust of the back seat passenger (FIG. 9) into the rear of front seat 20. Further, inflated rear airbag 90 protects the back seat passenger's head, face and neck from contacting the rigid hardware of headrest 12 such as the head mounted poles 14 and piston 62 (FIG. 4) as the passenger is thrust forward toward the rear of front seat 20. Front and rear airbags 58 and 90, respectively, are connected to headrest 12 within common or separate chambers 60 in such a manner which directs the airbags to their respective positions as shown in FIG. 2 and prevents the airbags from expanding in an undesired off-centered position. It is to be appreciated that airbag 90 could serve alone in certain embodiments without front airbag 58.

[0062] Headrest 12, as described herein generally resembles those currently in use in passenger vehicles and includes one or more adjustment poles 14 rigidly attached thereto and extending outwardly from a bottom surface 16 of headrest 12. Headrest 12 is attachable to and extendable from seat or seat backrest 20 in a vehicle 21 (FIG. 7) as is shown in the figures. Seat 20 is typically formed with one or more pole receiving holes 22 (FIG. 4) along its upper surface. The number of pole receiving holes corresponds to the number of steel adjustment poles 14 of headrest 12. Holes 22 are formed substantially vertically downward into the backrest thereby providing a cylindrical or similarly shaped chamber in which the entire pole 14 may extend when headrest 12 is in a fully retracted position (FIG. 1).

[0063] Each pole receiving hole 22 is formed with an entrance opening 24 formed in the top surface of seat or backrest 20. A stop plate 26 is positioned at the base of each pole 14 which functions to prohibit further outward movement of headrest 12 when stop plates 26 move adjacent entrance openings 24. Entrance openings 24 are of a smaller diameter than stop plates 26 thus defining a collar or stop which limits the upward movement of headrest 12 and prevents poles 14 from sliding out of engagement with their respective holes 22. As is well known in the art, stop plates 26 may be of any configuration so as to serve the requirement that the headrest have a defined outer and uppermost point where it may extend no further from the seat. Headrest 12 is extendable from a retracted or seated position against the top of seat or seat backrest 20 (FIG. 1) to a fully extended position (FIG. 4) or to any position therebetween. The passenger may manually adjust headrest 12 by merely pulling headrest 12 upwardly or pushing headrest 12 downwardly to place headrest 12 in an optimal safety position.

[0064] In a preferred embodiment, airbags 58 of the present invention are located in the front seats of vehicle 21 and optionally in the back seats (FIG. 7). One or more airbag chambers 60 (FIGS. 3 and 4) formed within headrest 12 each store a respective airbag 58. A pressure actuation assembly, generally 50 (FIG. 10), is intended to quickly move headrest 12 to an extended position in the event of a collision and includes a compression cylinder 56 of any type such as pneumatic or hydraulic, and includes an extendable piston 62. Piston 62 is rigidly attached to headrest 12 spaced from and parallel to adjustment poles 14. In a preferred embodiment shown in FIG. 4, headrest 12 includes a pair of spaced and parallel adjustment poles 14 with piston 62 of compression cylinder 56 being positioned therebetween.

[0065] Fluidly expanding combustible propellant provides a pressurized fluid to cylinder 56 causing piston 62 to “fire” to its extended position upon actuation. Pressure actuation assembly 50, detailed in FIGS. 10 and 12, includes fluidly expanding combustible propellant in combination with charge 85, a compression cylinder 56, and one or more airbags 58. Thus, it is recommended that the outermost point defined by stops 26 be defined such that when compression cylinder 56 is fired, as described below, the pressure from cylinder 56 pushes headrest 12 to the predefined outer point.

[0066] Most vehicles today employ a combustible propellant such as sodium oxide to inflate currently used front airbags. A predetermined amount of sodium oxide is operatively coupled to a charge or blasting cap which in turn is connected to a collision sensor within the vehicle. Upon the occurrence of a collision, the sensor triggers the charge or blasting cap causing the sodium oxide to explode. The explosion causes the sodium oxide to expand rapidly in a gaseous state thereby inflating the airbag. The advantage to using an electrically triggered combustible propellant is that electrical signals travel very quickly allowing a faster and safer reaction time by the airbags.

[0067] As shown in FIGS. 10 and 12 in the preferred embodiment, a combustible propellant is used as the pressure actuation mechanism for raising the headrest to an upper position and/or inflating the airbags. In FIG. 10 a charge or blasting cap 85 is matched with a pre-determined amount of combustible propellant and then operatively coupled with an airbag in chamber 60 of headrest 12. Another charge/propellant combination is operatively coupled with piston 62. Both charges 85 are coupled to electrical conductors 81 which transmit the electrical signals used to ignite charges 85. The combustible propellant (for example sodium oxide) when ignited by charge 85 create a rapidly expanding gas or fluid. Because electrical conductors 81 are relatively small and malleable, they can be run within seat back 20 and through poles 14 which protects conductors 81 from tampering and maintains an aesthetically pleasing environment within the vehicle.

[0068] Sodium oxide is a currently preferred propellant because it is a solid substance making it easy to handle, package and operatively mount within headrest 12 and seat back 20. Combustion converts the sodium oxide into a gas which expands more than twice as fast as compressed air. However, it is to be appreciated that Applicant contemplates the use of other propellants in varying states, such as gases, liquids or solids.

[0069] FIG. 12 shows connection of airbags 58 and 59 to charges 85 which are in turn connected to electrical interface 83 and controller 40. Controller 40 instructs electrical interface 83 to provide the appropriate deployment signal to each of the various airbags and headrest pistons. For instance, headrest pistons require deployment which is a fraction of a second prior to deployment of the airbags so that the headrest can be moved to its upper position, thereby creating room for the airbag. However, it should also be noted that headrest 12 and piston 62 could be operatively configured so both are activated from a single source of combustible propellant. Further, in alternative embodiments charges 85 may be directly coupled to the various collision sensors to directly deploy the airbags and raise the headrests without the assistance of a separate controller.

[0070] The preferred actuation assembly fully illustrated in FIG. 10 will now be described in more detail. Piston 62 includes a single piston and piston rod 64 which when fired extends outwardly from cylinder 56 to thrust headrest 12 upwardly to the predefined upper position. In the preferred embodiment, piston rod 64 is enclosed within a piston sleeve 66. Piston sleeve 66 includes an inner portion 68 engaged by an outer portion 70. Outer portion 70 slides over and along inner portion 68 when piston 62 moves to the extended position. A piston chamber 72 is formed in seat 20 for receiving cylinder 56, and inner and outer portions 68 and 70, respectively, of sleeve 66. Chamber 72 must have a diameter large enough to receive cylinder 56 and outer portion 70 of sleeve 66 when headrest 12 is in the downward most position. A collar 73 extends around the opening of chamber 72 to guide sleeve 66 and piston rod 64 extending therein.

[0071] Compression cylinder 56 is rigidly attached to the inner frame of seat 20 by a pair of brackets 74 (FIG. 10) which bolt or otherwise attach to cylinder 56 and the frame of seat 20. Alternatively, a bracket 76 (FIG. 13) may be mounted to a top of the frame of seat 20 to affix cylinder 56 to the seat frame. It is understood that cylinder 56 may be of various types of actuator mechanisms having one part rigidly mounted to the seat frame and a second part which is movable under a supply of combustible propellant or pressurized fluid.

[0072] Compression cylinder 56 is fluidly connected to a combustible propellant coupled with a charges 85 which detonates to cause the combustible propellant to explode. The fluid rapidly expands and exerts pressure on cylinder 56. Compression cylinder 56 could also be configured so that it is fluidly connected via fluid line 52 to a pressurized fluid tank. This tank may be a CO² cartridge as will be detailed later herein or any similar device capable of supplying pressurized fluid to cylinder 56.

[0073] One or more collision sensors 80 (FIG. 7) are located throughout vehicle 21 which sense collisions or abrupt and sudden stopping and which activate pressure actuation system 50. These sensors may be adjustable or may be of varying sensitivity to correspond to collisions at different locations on vehicle 21. When the sensors as indicated above, sense a collision or other potentially injurious event, charges 85 are detonated causing the combustible propellant to rapidly expand whereby compression cylinder 56 fires piston 62 to the fully extended safety position of FIGS. 2 and 4-6. Because headrest 12 is attached to the free end of piston 62 (the other end being rigidly affixed within the back of seat 20), the firing or extension of piston rod 64 moves headrest 12 to its upper position.

[0074] Collision sensors 80 could be one or more of any number of different types of sensors capable of detecting a collision of a vehicle. The actual number and positioning of such sensors within a vehicle can also vary widely depending on the type of sensors actually used. Collision and/or impact sensors are found throughout the prior art and Applicant's invention is not intended to be limited by the disclosures provided herein.

[0075] In further accordance with one of the other features of the invention, simultaneous or substantially simultaneously with the expansion of the compression cylinder 56 is the inflation of front airbag 58, and optionally rear bag 90. Pressurized fluid from the combustible propellant fills airbags 58 and/or 90 expanding and inflating the airbags. Airbags 59 may be operated in a manner substantially identified to that used in conjunction with airbag 58.

[0076] One advantage of safety collision headrest system 10 is the split-second timing from the occurrence of a collision or similar event to the upward movement of headrest 12 to its upper position, and the inflation of airbags 58, 59 and 90. Collision sensors 80 (FIG. 7) sense a collision and generate a signal which is transferred to controller 40. Collision sensors 80 (FIG. 7) and combustible propellant charges 85 are both electrically coupled to controller 40, shown in FIG. 12, which typically is a microprocessor capable of substantially real time monitoring and operating of a number of systems within vehicle 21. Controller 40 is used to process the information received from sensors 80 and as required coordinate deployment of headrest assemblies 10 located within the vehicle.

[0077] Controller 40 can be a separate device installed in vehicle 21 if headrest system 10 is retrofit as an aftermarket component for the vehicle or controller 40 could simply be an extension of an already existing control system when headrest system 10 is installed during production of vehicle 21. Most vehicles today include computer control systems which monitor and direct engine functions, electrical systems and numerous other systems. It may also be advantageous to keep controller 40 independent from other computer control systems in a vehicle thereby allowing controller 40 to only control and monitor headrest system 10. Controller 40 could also be configured to work in tandem with preexisting vehicle control systems thereby creating redundant control ensuring that a technical problem with one controller doesn't prevent the headrest system from operating during an emergency.

[0078] One feature made possible by controller 40 is the selective activation and deactivation of various airbags within vehicle 21. Referring to FIG. 12, controller 40 is shown coupled to electrical interface 83 and passenger detection sensors 42. A passenger detection sensor 42 is a weight actuated sensor located within each of the front and back seats of vehicle 21 and is designed to sense when and if a person is occupying the seat. Seat occupancy information is provided to controller 40 through coupling wires 44 which are run below the floor or carpeting of vehicle 21 for aesthetic purposes. By knowing which seats in vehicle 21 are occupied when a collision occurs, controller 40 can selectively actuate only the needed airbags, thereby saving the cost associated with reinstalling and charging the airbags afterwards. The costs associated with reassembling airbags is quite considerable and typically born by insurance companies. By only activating the airbags as needed, insurance companies will pay less on accident claims which in turn should lower driving insurance rates for vehicle owners. This type of selective actuation is especially needed for the headrest system of the present invention because it can double or triple the number of airbags in the vehicle.

[0079] When headrest system 10 is installed in a vehicle during its production the front dashboard airbags can also be incorporated into and operated by controller 40 thereby providing complete and efficient deployment of the various airbags depending on the current circumstances. As an example, if the vehicle is only occupied by the driver then during a collision only the front driver side dashboard airbag and front airbag 58 on the drivers side need to be activated. If a person is in the back seat on the passengers side but the front seat on the passengers side is empty then only front airbag 59 and rear airbag 90 on the passengers side need to be activated for the occupant of the back seat.

[0080] Another feature made possible by controller 40 in association with passenger detection sensors 42 is detection of children or other individuals whose body size and weight are too small to endure the force with which airbags are expelled when activated. One recurring problem now that airbags have become standard equipment on most automobiles is that children are being injured and killed by the force with which the airbag inflates. To overcome this problem, passenger detection sensors 42 are designed to not only detect whether the seat is occupied but also the amount of weight occupying the seat. By comparing the weight occupying the seat with one or more predetermined set points, controller 40 can determine whether or not to activate the airbags associated with a specific seat, thereby preventing injury due to high velocity actuation of the airbags. While not shown, controller 40 can also be configured to receive commands from the occupants of the vehicle through switches and/or other input devices mounted within the dash of the vehicle. A driver could disable the airbags associated with a particular seat if a small child or a childrens car seat is occupying the seat. Selected airbags could also be disabled if a heavy, non-human object is placed within a seat. Because the object does not need to be protected, the airbag can be disabled thereby saving replacement costs if a collision occurs.

[0081] Controller 40 may optionally include a safety panel readout installed within the dashboard. Although not shown, the safety panel readout would be installed so as to be visible to the driver enabling him or her to easily determine which airbags are enabled or disabled and whether or not the system as a whole is functioning properly. Through the safety panel readout, controller 40 can alert the driver of any malfunctions of the safety collision system by performing self diagnostic checks. This allows the driver to detect and have problems serviced before the system is needed in a collision. The safety panel readout would be comprised of one or more standard electronic display devices such as indicator lights, digital display panels and/or audible alarms or signals.

[0082] After the activation of cylinder 56 and airbags 58, 59 and 90 when vehicle 21 has come to a stop, a release valve (not shown) of some type is actuated to release the pressure within cylinder 56 allowing headrest 12 to be pushed down to a normal operative position and/or allowing airbags 58 to deflate, if required. Alternatively, headrest 12 may be detachable allowing the repair shop to merely remove headrest 12, replace headrest 12 with a new headrest, complete with an undeployed air bag assembly.

[0083] As illustrated in FIGS. 2, 11 and 14, alternate pressure actuation assemblies 50 may be used. One such embodiment is comprised of at least one fluid line 52, and a centralized pressurized fluid container or tank 54 which contains a pressurized supply of fluid such as CO². Tank 54 provides a supply of pressurized fluid through fluid line 52 to cylinders 62 and/or airbags 58 and 59. Fluid lines 52 (FIGS. 2, 11 and 14) which extend from tank 54 to airbags 58, 59 and 90 extend from the bottom of seat 20 upwardly through the inside of seat 20 and within sleeve 66 or poles 17 protecting the air lines from possible damage and hiding the airlines to provide an attractive hidden safety collision headrest system. In response to a signal generated by sensors 80 (FIG. 7) and within a fraction of a second after impact, pressurized fluid from tank 54 pushes cylinder 56 against headrest 12 forcing it to the predetermined upper point and inflates airbags 58 and 59 rapidly deploying them before the front and/or rear seat passenger is thrust rearwardly into seat 20 and headrest 12. In certain embodiments airbag 90 is deployed in a manner similar to airbags 58 and 59 to prevent injury to the rear seat passenger as the passenger is thrust forward toward the rear of front seat 20. FIG. 14 shows the embodiment in which pressurized fluid tank 54 is coupled to controller 40. While Applicant contemplates the use of controller 40 in implementing the safety collision headrest system 10 of the present invention, collision sensors 80 (FIG. 7) could be directly coupled to combustible propellant charges 85 or pressurized fluid tank 54 in such a manor that collision sensors 80 directly trigger inflation of airbags 58, 59 and/or 90 without any intermediary signal manipulation. In this embodiment controller 40 is also coupled to passenger detection sensors 42. Headrest system 10 is greatly simplified without controller 40 but several advantageous features can be implemented if controller 40 is included.

[0084] Yet another embodiment for a pressure actuation method is shown in FIG. 13 wherein headrest system 10 could include a pressurized canister 100 screwed or otherwise attached to the frame of seat 20. A piston 102 has a diameter slightly larger than canister 100 and is sealed therewith. When a collision is detected, canister 100 releases pressurized fluid forcing air upward in the direction of arrow A which, in turn, forces piston 102 upwardly. The top of piston 102 is attached to headrest 12 and forces headrest 12 to its predetermined outermost position. Canister 100 may be unscrewed from seat 20 and replaced with a new canister. Canister 100 could either contain a combustible propellant such as sodium oxide in combination with a charge 85 to detonate the combustible propellant or fluid under pressure such as CO².

[0085] The embodiment shown in FIG. 19, eliminates the use of a separate pressure actuation assembly 50 but instead relies on the expansion of the airbag(s) to extend the headrest 12 to its upper position. Airbags 58, 59 and/or 90 are stored in airbag chambers 60, as shown in FIGS. 3 and 4, but include an alignment ring 51 which is slidable along adjustment pole 14. Fluidly expanding combustible propellants, as previously described in detail herein, provide pressured fluid to airbags 58, 59 and/or 90 upon selective deployment causing the airbags to “fire” to their inflated position. The airbags deploy in the space between the top of backrest 20 and headrest 12 thereby moving one or more alignment rings 51 against the bottom of headrests 12 forcing headrest 12 to an upper position, while inflating to protect the occupant/passenger against injury. Further, airbag 58 and airbag 90 could also be formed from a single airbag structure, such as shown in FIG. 22 and in this embodiment as well the airbag itself is used as the primary or sole means of moving the headrest to an upper position.

[0086] While the applicant has described several different pressure actuation mechanisms for movement of headrest 12 to an extended upper position, the invention should not be so limited, understanding that other actuating means could also be used including mechanical arrangements such as tensioned springs. Applicant does not consider the invention as limited to fluid operated devices. Any of the above means is intended for use in the movement of headrest 12 into an upper or extended position and used cooperatively with or exclusive of any mechanism chosen for the inflation of airbags 58, 59 and/or 90. As shown in the various figures, airbags 58 and 59 are preferably a rectangular shape and extend slightly beyond the sides of seat 20. Airbags 58 and 59 have a height slightly larger than the gap formed between the bottom of headrest 12 and the top of seat 20 when headrest 12 has been forced to its predetermined outermost position. The airbag(s) overlap headrest 12 and seat 20 to assure the entire gap is filled. Rear airbag 90 is generally preferred to be circular and is substantially larger than the gap formed between headrest 12 and seat 20 when headrest 12 is in the predetermined upper position. Larger airbag 90 gives a greater surface area or target to cushion the back seat passenger. Because the back seat passenger has a greater distance to travel from a normal sitting position to the rear of front seat 20, and because back seat passengers rarely wear their seat belts, it is unlikely that the back seat passengers will be thrust directly forward in-line with the rear of front seat 20. The larger surface area of rear airbag 90 increases the likelihood that the back seat passenger will contact the airbag rather than the hard rigid seat. It should be appreciated that this disclosure is not limited to the shape of either airbag 58, 59 or 90.

[0087] FIG. 17 shows alternate airbags 58 in which each of the right and left front seat airbags 58 include inwardly extending narrow extensions 82 which are intended to cover the middle area between headrests 12 in a bench-type seat. Bench-type seats typically do not have middle headrests for middle front seat passengers thus exposing the middle front seat passengers to a greater degree of injury. The extensions 82 of each airbag 58 fill a portion of the middle area of the front seat intending to provide cushioned support for the middle front seat passenger.

[0088] FIG. 15 shows a front or rear seat airbag 88 inflating upwardly from a single bench-type front seat to fill the gap between headrest 12 and the top of seat 20. In this embodiment, airbag 88 is contained within a chamber in the top of front seat 20 which is loosely sealed using a fastener such as a hook and pile material (one type of such a material being sold under the trademark VELCRO). The same configuration, shown in FIG. 16, can be used for individual front seat airbags 58 enabling them to inflate upwardly from a single front seat 20 to fill the gap between headrest 12 and the top of seat 20. Upon inflation of front seat airbag 58, the airbags expand against the loosely sealed top of seat 20 forcing the airbag upwardly between the seat and the headrest. Airbag 58 could be one elongated airbag having enlarged outer sections to fill the gap between seat 20 and headrest 12 and a narrower middle section which functions as a headrest for a middle front seat passenger to cushion the middle front seat passenger's bead and neck. The elongated airbag which extends across the middle portion of the bench seat would function as a middle headrest. Additionally, front seat 20 could have three separate airbags which inflate upwardly. A pair of outer airbags extend between the seat and the headrest, as described above while a middle airbag inflates between the two outer airbags to cushion the rearward thrust of the middle front seat passenger.

[0089] In a further embodiment shown in FIGS. 20 and 21, headrest 12 is recessed within a chamber 13 of seat backrest 20. FIG. 20 shows headrest 12 in its position within chamber 13 which provides for improved visibility to the driver. During a collision, headrest 12 extends upward from within chamber 13 using mechanisms similar to those described previously herein with other embodiments and airbags 58 and 90 (and/or airbag 59) inflate to protect the passengers within the vehicle. In this embodiment, headrest 12 could be replaced with any similar structural element which would provide support for airbags 58, 59 and/or 90.

[0090] In an additional embodiment (not shown) of the back seat headrest system described above, airbags 59 of the back seats resemble that of the bench-type seat described previously herein. The right and left back seat airbags 59 each include an inwardly extending extension 82 which fills the area between the right and left back seat headrests to cushion and support the middle back seat passenger.

[0091] Airbags 58 and 59, whether they are used in the front or back seats, may also have a generally U-shaped configuration, as shown in FIG. 18, consisting of curved extensions 84 which cradle the passenger's neck and which guides the passenger's head and neck to a centered position relative to headrest 12. U-shaped airbags 58 and 59 further support the passenger's head and neck to reduce lateral straining of the neck during side-impact collisions.

[0092] The headrest system of the present invention may be used on headrests having configurations other than those illustrated herein such as headrests having one center post rather than the pair of poles 14 described above. In this instance, piston rod 64 functions as the center post and is manually adjustable during normal operation of the vehicle. Upon the occurrence of a collision or abrupt stopping headrest 12 is moved upwardly on piston rod 64 and is stopped by a stop plate attached to piston 64 within seat 20 or automatically stops at the piston rod's maximum extension point. The length of piston rod 64 is designed such that headrest 12 is properly positioned behind the passenger's head and neck when piston rod 64 is in the predetermined upper position.

[0093] Headrest system 10 can also be installed on high-back bucket or van-type seats. The upper portion of high-back seats are removably attached to the lower portion and loosely sewn or attached using a hook and pile type fabric. Upon impact or a sudden stopping, cylinder 56 fires piston rod 64 which raises the upper portion of the high-back seat to properly position the upper portion of the seat behind the passenger's head and neck. Airbag 58 is stored within the lower portion of the seat and inflates upwardly to cushion the passenger's head and neck as the passenger is thrust rearwardly. The upper portion of the seat is re-attached to the lower portion after use to provide a concealed and aesthetically attractive headrest system.

[0094] Accordingly, headrest system 10 provides a pressure actuated cylinder which substantially instantaneously moves headrest 12 from any manually adjusted position to an extended upward position to protect passengers from head and neck injuries during collisions or abrupt stopping. Front airbags 58 and 59 inflate to fill the gap formed between the top of seats 20 and headrests 12 to further cushion the passenger's head and neck as the passenger's head and neck are thrust rearward. Front airbags 58 and 59 are inflated at a position between the passenger and poles 14 and sleeve 66 to prevent the passenger's head and neck from contacting the rigidly mounted support structures. Rear airbag 90 inflates at the rear of seat 20 to prevent back seat passengers from contacting the rear of front seat 20 and the back of poles 14 and sleeve 66.

[0095] Accordingly, the safety collision headrest system of the present invention is simplified, provides an effective, safe, inexpensive, and efficient device which achieves all the enumerated objectives, provides for eliminating difficulties encountered with prior devices, and solves problems and obtains new results in the art.

[0096] In the foregoing description, certain terms have been used for brevity, clearness and understanding; but no unnecessary limitations are to be implied therefrom beyond the requirement of the prior art, because such terms are used for descriptive purposes and are intended to be broadly construed.

[0097] Moreover, the description and illustration of the invention is by way of example, and the scope of the invention is not limited to the exact details shown or described.

[0098] Having now described the features, discoveries and principles of the invention, the manner in which the improved safety collision headrest system is constructed and used, the characteristics of the construction, and the advantageous, new and useful results obtained; the new and useful structures, devices, elements, arrangements, parts and combinations, are set forth in the appended claims.