FORM – 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
AN ADAPTIVE SEAT RETRACTION SYSTEM FOR A VEHICLE
Applicant(s):
VE COMMERCIAL VEHICLES LTD
102, INDUSTRIAL AREA 1, PITHAMPUR- 454775, DIST. DHAR, MP, INDIA
Inventors:
(1) Vikas Vasant Jagtap
(2) Ashish Paroha
The following specification particularly describes the invention and the manner in which it
is to be performed.
2
AN ADAPTIVE SEAT RETRACTION SYSTEM FOR A VEHICLE
FIELD OF THE DISCLOSURE
[0001] This invention generally relates to a field of vehicle occupant safety systems,
and in particular, to an adaptive seat retraction system for a vehicle and method
thereof.5
BACKGROUND
[0002] The subject matter discussed in the background section should not be
assumed to be prior art merely as a result of its mention in the background section.
Similarly, a problem mentioned in the background section or associated with the
subject matter of the background section should not be assumed to have been10
previously recognized in the prior art. The subject matter in the background section
merely represents different approaches, which in and of themselves may also
correspond to implementations of the claimed technology.
[0003] Vehicle occupants involved in frontal collision events are subjected to
severe deceleration forces within a very short time interval, often resulting in serious15
or fatal injuries. The risk of injury is significantly influenced by the amount of
available survival space between the occupant and forward vehicle structures, such
as a steering wheel, instrument panel, firewall, and windshield. In many real-world
crash scenarios, this available space is insufficient to effectively dissipate impact
energy before occupant contact occurs.20
[0004] Conventional vehicle safety systems, including frontal airbags, side airbags,
and seatbelt pretensioners, are primarily designed to restrain and cushion an
occupant during and immediately after a collision event. Seatbelt pretensioners
remove slack from a seatbelt to limit forward displacement of the occupant, while
airbags deploy to absorb kinetic energy and reduce localized impact forces on the25
occupant’s body. These systems operate largely as passive or reactive devices that
respond once a collision has already commenced.
[0005] While such conventional systems provide a significant level of protection,
they do not actively alter the pre-crash position of the occupant within the vehicle
cabin. As a result, the occupant remains in substantially the same seating position at30
3
the onset of impact, and the effective survival space available for energy absorption
remains limited by the original seat location.
[0006] In high-speed frontal collisions or scenarios involving short time-to-impact
intervals, the inability to increase survival space prior to impact can lead to
excessive biomechanical loads on critical body regions such as the head, thorax,5
pelvis, and lower extremities. Even with optimized airbag timing and seatbelt force
limiting, occupant injury severity may remain unacceptably high due to insufficient
clearance between the occupant and rigid vehicle structures.
[0007] Existing strategies aimed at improving frontal crash safety often rely on
structural modifications to the vehicle, including extended crumple zones,10
reinforced passenger compartments, or redesigned dashboards and steering
assemblies. Although effective to some extent, such measures increase vehicle
mass, packaging complexity, and manufacturing cost, and may be difficult to
implement on existing vehicle platforms.
[0008] Other approaches attempt to enhance restraint performance by adjusting15
airbag deployment profiles or increasing seatbelt pretensioning forces. However,
aggressive restraint forces can introduce additional injury risks, such as chest
compression or belt-induced injuries, particularly for occupants of varying sizes,
seating postures, or seating positions.
[0009] Another the patent application, “US11124145B2,” titled “Apparatus, system20
and method for repositioning occupant in a crash event,” describes An airbag system
for repositioning a seat occupant in a moving vehicle during a crash event includes:
a first inflatable airbag disposed proximate to a front portion of a seat pan; a second
inflatable airbag disposed proximate to a rear portion of the seat pan; and inflation
control device controlling deployment of the first and second inflatable airbags. The25
inflation control device includes a programmable controller controlling inflation
parameters of the first and second inflatable airbags to achieve a desired lift, subject
to monument constraints.
[0010] Another patent application, "US20160121835A1," titled "Adaptive
suppression of vehicle restraint system," describes a vehicle has a restraint system30
with at least two restraint devices. A sensor detects a potential collision object and
4
outputs a signal representing a relative position of the potential collision object to
the vehicle. A processing device suppresses deployment of at least one of the
restraint devices based at least in part on the signal output by the at least one sensor.
[0011] In conventional vehicle occupant protection systems, safety measures are
largely limited to passive restraints such as airbags and seatbelt pretensioners that5
deploy only upon detection of a collision. Such approaches present several
limitations in effectively mitigating injury risk during frontal impacts. In particular,
existing restraint-based systems do not actively reposition the occupant prior to
impact, leaving the occupant’s survival space constrained and increasing the
likelihood of severe injury despite proper seatbelt use and airbag deployment.10
Additionally, conventional designs do not account for variations in occupant
posture, seating position, or crash severity, limiting their effectiveness across
diverse real-world scenarios. As a result, traditional occupant safety systems are
associated with suboptimal injury reduction, restricted adaptability to different
collision conditions, and an inability to proactively enhance occupant protection by15
creating additional survival space before impact.
OBJECTIVES OF THE INVENTION
[0012] The objective of the present invention is to provide an adaptive seat
retraction system for vehicles that proactively enhances occupant safety during
frontal collisions by repositioning the driver seat rearward immediately prior to20
impact.
[0013] The objective of the present invention is to overcome limitations of
conventional passive restraint systems by integrating multi-sensor detection,
including forward-looking obstacle sensors, inertial measurement units, and seat
position sensors, to accurately predict imminent collisions and enable timely seat25
retraction.
[0014] The objective of the present invention is to provide a safety electronic
control unit configured to perform real-time sensor fusion and execute a finite state
machine logic, including Idle, Arm, Fire, and Post-Fire states, to coordinate seat
actuator deployment and seatbelt pretensioner activation.30
5
[0015] The objective of the present invention is to enable synchronized actuation of
a seat actuator and seatbelt pretensioner to maximize survival space and minimize
occupant injury by ensuring optimal timing and stroke of seat retraction relative to
collision detection.
[0016] The objective of the present invention is to provide a seat actuator5
mechanism, including pyrotechnic or electromechanical actuation, capable of
achieving a rapid seat retraction stroke of approximately 100–150 mm within
milliseconds to effectively increase occupant survival space.
[0017] The objective of the present invention is to provide an occupant restraint
system that dynamically adjusts seatbelt pretensioning during seat retraction to10
prevent secondary injuries caused by relative occupant motion.
[0018] The objective of the present invention is to allow adaptability across varying
occupant sizes, postures, and seating positions by continuously monitoring seat
position and occupant presence, thereby ensuring reliable and context-aware safety
interventions.15
[0019] [0019] The objective of the present invention is to provide a modular,
retrofit-friendly system architecture with standardized sensor and actuator
interfaces, enabling integration with existing vehicle electronic control units without
requiring substantial modifications to OEM vehicle platforms.
[0020] The objective of the present invention is to transform conventional passive20
occupant safety systems into a proactive, data-driven safety ecosystem that reduces
injury severity, enhances occupant protection, and improves overall vehicle safety
performance during frontal collisions.
[0021] The objective of the present invention is to provide a robust, reliable, and
cost-effective adaptive seat retraction solution that is compatible with diverse25
vehicle platforms while maintaining precise actuation, tamper resistance, and long-
term operational consistency.
SUMMARY
[0022] The present invention relates to an adaptive seat retraction system for a
vehicle.30
6
[0023] According to an aspect, an adaptive seat retraction system for a vehicle is
disclosed. The adaptive seat retraction system comprises a plurality of sensors
including at least one forward-looking obstacle detection sensor configured to detect
an obstacle and calculate a time-to-impact, an inertial measurement unit configured
to detect acceleration and crash signatures, and a seat position sensor configured to5
detect a position of a driver seat. The adaptive seat retraction system further
comprises a safety electronic control unit operatively connected to the plurality of
sensors and configured to perform sensor fusion and determine a collision
probability. The adaptive seat retraction system further comprises at least one seat
actuator operatively coupled to the driver seat. The adaptive seat retraction system10
further comprises a seatbelt pretensioner operatively coupled to the safety electronic
control unit. Further, upon determination that an imminent frontal collision is likely,
the safety electronic control unit is configured to trigger the at least one seat actuator
to retract the driver seat rearward by a predetermined distance of about 100–150
mm prior to impact and to simultaneously activate the seatbelt pretensioner to15
restrain an occupant.
[0024] According to another aspect, a method for operating an adaptive seat
retraction system for a vehicle is disclosed. The method comprises steps of
providing a plurality of sensors including at least one forward-looking obstacle
detection sensor configured to detect an obstacle and calculate a time-to-impact, an20
inertial measurement unit configured to detect acceleration and crash signatures,
and a seat position sensor configured to detect a position of a driver seat. The method
further comprises steps of performing, via a safety electronic control unit
operatively connected to the plurality of sensors, sensor fusion and determining a
collision probability. The method further comprises steps of coupling at least one25
seat actuator operatively to the driver seat. The method further comprises steps of
triggering, via a seatbelt pretensioner operatively coupled to the safety electronic
control unit, the at least one seat actuator to retract the driver seat rearward by a
predetermined distance of about 100–150 mm prior to impact and to simultaneously
activate the seatbelt pretensioner to restrain an occupant, upon determination that an30
imminent frontal collision is likely.
7
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] The accompanying drawings illustrate various embodiments of systems,
methods, and embodiments of various other aspects of the disclosure. Any person
with ordinary skills in the art will appreciate that the illustrated element boundaries
(e.g., boxes, groups of boxes, or other shapes) in the figures represent one example5
of the boundaries. It may be that in some examples one element may be designed as
multiple elements or that multiple elements may be designed as one element. In
some examples, an element shown as an internal component of one element may be
implemented as an external component in another, and vice versa. Furthermore,
elements may not be drawn to scale. Non-limiting and non-exhaustive descriptions10
are described with reference to the following drawings. The components in the
figures are not necessarily to scale, emphasis instead being placed upon illustrating
principles.
[0026] FIGS. 1 and 2 illustrate block diagrams of an adaptive seat retraction system
for a vehicle, according to an embodiment of the present disclosure; and15
[0027] FIG. 3 illustrates a flowchart showing a method for operating an adaptive
seat retraction system for a vehicle, according to an embodiment of the present
disclosure.
DETAILED DESCRIPTION
[0028] Some embodiments of this disclosure, illustrating all its features, will now20
be discussed in detail. The words “comprising,” “having,” “containing,” and
“including,” and other forms thereof, are intended to be equivalent in meaning and
be open ended in that an item or items following any one of these words is not meant
to be an exhaustive listing of such item or items or meant to be limited to only the
listed item or items. It must also be noted that as used herein and in the appended25
claims, the singular forms “a,” “an,” and “the” include plural references unless the
context clearly dictates otherwise.
[0029] Although any systems and methods similar or equivalent to those described
herein can be used in the practice or testing of embodiments of the present
disclosure, the preferred, systems and methods are now described. Embodiments of30
the present disclosure will be described more fully hereinafter with reference to the
8
accompanying drawings in which like numerals represent like elements throughout
the several figures, and in which example embodiments are shown. Embodiments
of the claims may, however, be embodied in many different forms and should not
be construed as limited to the embodiments set forth herein. The examples set forth
herein are non-limiting examples and are merely examples among other possible5
examples.
[0030] The present invention discloses various embodiments of an adaptive seat
retraction system for a vehicle. Embodiments of the present invention comprises a
plurality of sensors including at least one forward-looking obstacle detection sensor
configured to detect an obstacle and calculate a time-to-impact, an inertial10
measurement unit configured to detect acceleration and crash signatures, and a seat
position sensor configured to detect a position of a driver seat. Embodiments of the
present invention further comprises a safety electronic control unit operatively
connected to the plurality of sensors and configured to perform sensor fusion and
determine a collision probability. Embodiments of the present invention further15
comprises at least one seat actuator operatively coupled to the driver seat.
Embodiments of the present invention further comprises a seatbelt pretensioner
operatively coupled to the safety electronic control unit. Further, upon
determination that an imminent frontal collision is likely, the safety electronic
control unit is configured to trigger the at least one seat actuator to retract the driver20
seat rearward by a predetermined distance of about 100–150 mm prior to impact
and to simultaneously activate the seatbelt pretensioner to restrain an occupant.
[0031] FIGS. 1 and 2 illustrate block diagrams of an adaptive seat retraction system
(100) for a vehicle, according to an embodiment of the present disclosure.
[0032] In some embodiments, the adaptive seat retraction system (100) comprises25
a plurality of sensors including at least one forward-looking obstacle detection
sensor (102), an inertial measurement unit (104), and a seat position sensor (106).
The forward-looking obstacle detection sensor (102) may include a radar sensor, a
camera sensor, or a combination thereof, and is configured to continuously detect
obstacles in the vehicle’s path and calculate a time-to-impact for imminent30
collisions. The inertial measurement unit (104) is configured to monitor acceleration
9
and detect crash signatures, while the seat position sensor (106) tracks the exact
location of the driver seat (200). Data from all sensors is provided to a safety
electronic control unit (108), which performs real-time sensor fusion to determine
the probability of a frontal collision. The adaptive seat retraction system (100) is
configured to operate in coordination with the vehicle’s existing safety and5
communication infrastructure while maintaining high responsiveness to dynamic
driving conditions.
[0033] The safety electronic control unit (108) executes a finite state machine
comprising discrete states including Idle, Arm, Fire, and Post-Fire. In the Idle state,
the adaptive seat retraction system (100) continuously monitors sensor data without10
actuating any components. Upon detection of a potential collision, the control unit
transitions to the Arm state to precondition the at least one seat actuator (110) and
seatbelt pretensioner (112) for deployment. When predetermined collision criteria
are met, the Fire state is initiated, triggering the at least one seat actuator (110) to
retract the driver seat (200) rearward by a predefined distance of approximately15
100–150 millimeters. Simultaneously, the seatbelt pretensioner (112) activates to
restrain the occupant, minimizing relative motion. The Post-Fire state ensures
completion of the actuation sequence, performs system diagnostics, and prepares
the adaptive seat retraction system (100) for reset or subsequent collision events.
[0034] The at least one seat actuator (110) may include a pyrotechnic linear actuator20
or an electromechanical actuator depending on the intended use. The pyrotechnic
actuator provides a rapid, one-time rearward stroke of the driver seat (200) within a
few milliseconds, ensuring immediate creation of additional survival space during
sudden impact. Alternatively, the electromechanical actuator delivers controlled and
reusable seat retraction, where the speed and timing of the stroke are dynamically25
adjusted by the safety electronic control unit (108) based on real-time collision data.
Both actuator embodiments are designed to deliver a stroke in the range of
approximately 100 to 150 millimeters, sufficient to increase occupant survival space
without compromising vehicle packaging constraints.
[0035] The seatbelt pretensioner (112) is configured to tighten the seatbelt30
concurrently with seat retraction, preventing relative motion between the occupant
10
and the driver seat (200). This coordinated actuation reduces the risk of secondary
injuries, including chest compression or abdominal impact forces, that may result
from sudden occupant movement. The timing of the pretensioner is synchronized
with the at least one seat actuator (110) based on the calculated time-to-impact,
ensuring precise and optimized occupant restraint. In some embodiments, the5
pretensioner operates in a manner that accommodates varying occupant sizes,
postures, and seating positions, thereby maintaining effective protection across a
range of real-world scenarios.
[0036] The adaptive seat retraction system (100) continuously monitors the seat
position to ensure actuation only occurs when safe and necessary. If the seat position10
sensor (106) indicates that the driver seat (200) is already in a rearward-most or
predefined restricted position, the adaptive seat retraction system (100) inhibits or
modifies seat retraction to prevent over-travel. This feature maintains occupant
safety while avoiding interference with normal vehicle operation. Additionally, the
adaptive seat retraction system (100) is capable of distinguishing between pre-crash15
conditions and regular seat adjustments, thereby ensuring actuation occurs only in
response to imminent frontal collisions.
[0037] In operation, the forward-looking obstacle detection sensor (102)
continuously estimates the time-to-impact by processing sensor data in combination
with acceleration data from the inertial measurement unit (104). The safety20
electronic control unit (108) determines the appropriate timing for activating the at
least one seat actuator (110) and seatbelt pretensioner (112), ensuring that the seat
reaches its rearward position immediately prior to impact. Pyrotechnic or
electromechanical actuation delivers precise rearward stroke, and the seatbelt
pretensioner (112) restrains the occupant in a coordinated manner. The adaptive seat25
retraction system (100) provides a proactive safety intervention that supplements
conventional airbags and passive seatbelt systems, effectively increasing survival
space and reducing injury severity during frontal collisions.
[0038] The adaptive seat retraction system (100) is modular and compatible with
existing vehicle electronic control units and sensor interfaces. The architecture30
allows integration without requiring substantial modifications to OEM systems, and
11
the adaptive seat retraction system (100) can be adapted for various vehicle
platforms. Synchronization of the at least one seat actuator (110) and seatbelt
pretensioner (112) is maintained under different operational conditions, ensuring
robust performance across vehicle speeds, occupant configurations, and seating
postures. The adaptive seat retraction system (100) enhances occupant protection by5
creating a data-driven, preemptive safety mechanism that operates in coordination
with conventional restraint systems while remaining reusable and reliable over the
vehicle’s operational lifetime.
[0039] The attached figure illustrates the operational layout of the adaptive seat
retraction system (100). The safety electronic control unit (108) receives inputs from10
the forward-facing radar or camera, the inertial measurement unit (104), and the
driver seat (200) position sensor (106). The control unit actuates the at least one seat
actuator (110) and seatbelt pretensioner (112) based on calculated collision
probability and time-to-impact. Power is supplied via the vehicle battery and the
adaptive seat retraction system (100) communicates over the vehicle CAN network.15
The at least one seat actuator (110) may be either pyrotechnic or electromechanical,
and the pretensioner is synchronized to restrain the occupant during seat retraction.
This configuration ensures a proactive, coordinated safety response during
imminent frontal collisions.
[0040] In some embodiments, the pyrotechnic igniter circuit (202) is configured to20
deliver a rapid electrical pulse to initiate the pyrotechnic seat actuator. The circuit
comprises an energy storage element, such as a capacitor, and a triggering
mechanism controlled by the safety electronic control unit (108). Upon receiving
the Fire signal, the circuit discharges stored energy into the igniter, causing a
controlled pyrotechnic reaction that drives the at least one seat actuator (110). A25
visual or electrical feedback element may be integrated into the circuit to confirm
successful initiation and facilitate post-actuation diagnostics.
[0041] The motor control circuit (204) is designed to regulate electromechanical
seat actuators. The circuit typically includes a half-bridge or full-bridge transistor
configuration, allowing bidirectional control of a DC motor. The safety electronic30
control unit (108) provides pulse-width modulation or switching signals to control
12
the motor’s speed and direction, ensuring the driver seat (200) moves rearward
within the prescribed stroke of approximately 100–150 millimeters. The motor
control circuit (204) also receives feedback signals from the seat position sensor
(106) to dynamically adjust motor operation and prevent over-travel, enhancing
occupant safety.5
[0042] The at least one seat actuator (110), whether pyrotechnic or
electromechanical, is responsible for executing the physical rearward movement of
the driver seat (200). In pyrotechnic embodiments, the at least one seat actuator
(110) provides a rapid, single-use stroke upon activation. In electromechanical
embodiments, the at least one seat actuator (110) allows controlled, reusable10
movement with precise position tracking. The at least one seat actuator (110)
interfaces directly with the driver seat (200) frame and is mechanically designed to
maintain structural integrity under crash loads.
[0043] The driver seat (200) serves as the occupant interface and is the primary
component moved by the adaptive seat retraction system (100). The seat’s frame,15
guide rails, and attachment points are engineered to withstand the forces generated
by both the at least one seat actuator (110) and the occupant during deployment.
Seat position information is continuously monitored by the seat position sensor
(106), which informs the safety electronic control unit (108) for safe and accurate
actuation.20
[0044] The seatbelt pretensioner (112) operates in coordination with the at least one
seat actuator (110) to restrain the occupant during rearward seat movement. The
pretensioner tightens the seatbelt in real-time based on seat retraction and time-to-
impact calculations. This coordinated operation minimizes relative motion between
the occupant and the seat, reducing the risk of secondary injuries during a frontal25
collision. Electrical or mechanical interface signals are provided to and from the
safety electronic control unit (108) for synchronized activation.
[0045] FIG. 3 illustrates a flowchart showing a method (300) for operating the
adaptive seat retraction system (100) for the vehicle, according to an embodiment
of the present disclosure.30
13
[0046] At operation 302, the plurality of sensors is provided. The plurality of
sensors includes at least one forward-looking obstacle detection sensor (102)
configured to detect an obstacle and calculate a time-to-impact, an inertial
measurement unit (104) configured to detect acceleration and crash signatures, and
a seat position sensor (106) configured to detect a position of a driver seat (200).5
The forward-looking obstacle detection sensor (102) may include a radar sensor, a
camera sensor, or a combination thereof, and is configured to continuously detect
obstacles in the vehicle’s path and calculate a time-to-impact for imminent
collisions. The inertial measurement unit (104) is configured to monitor acceleration
and detect crash signatures, while the seat position sensor (106) tracks the exact10
location of the driver seat (200). Data from all sensors is provided to a safety
electronic control unit (108), which performs real-time sensor fusion to determine
the probability of a frontal collision. The adaptive seat retraction system (100) is
configured to operate in coordination with the vehicle’s existing safety and
communication infrastructure while maintaining high responsiveness to dynamic15
driving conditions.
[0047] At operation 304, the safety electronic control unit (108) operatively
connected to the plurality of sensors is configured to perform sensor fusion and
determine a collision probability. The safety electronic control unit (108) executes
a finite state machine comprising discrete states including Idle, Arm, Fire, and Post-20
Fire. In the Idle state, the adaptive seat retraction system (100) continuously
monitors sensor data without actuating any components. Upon detection of a
potential collision, the control unit transitions to the Arm state to precondition the
at least one seat actuator (110) and seatbelt pretensioner (112) for deployment.
When predetermined collision criteria are met, the Fire state is initiated, triggering25
the at least one seat actuator (110) to retract the driver seat (200) rearward by a
predefined distance of approximately 100–150 millimeters. Simultaneously, the
seatbelt pretensioner (112) activates to restrain the occupant, minimizing relative
motion. The Post-Fire state ensures completion of the actuation sequence, performs
system diagnostics, and prepares the adaptive seat retraction system (100) for reset30
or subsequent collision events.
14
[0048] At operation 306, the at least one seat actuator (110) is operatively coupled
to the driver seat (200). The at least one seat actuator (110) may include a
pyrotechnic linear actuator or an electromechanical actuator depending on the
intended use. The pyrotechnic actuator provides a rapid, one-time rearward stroke
of the driver seat (200) within a few milliseconds, ensuring immediate creation of5
additional survival space during sudden impact. Alternatively, the
electromechanical actuator delivers controlled and reusable seat retraction, where
the speed and timing of the stroke are dynamically adjusted by the safety electronic
control unit (108) based on real-time collision data. Both actuator embodiments are
designed to deliver a stroke in the range of approximately 100 to 150 millimeters,10
sufficient to increase occupant survival space without compromising vehicle
packaging constraints.
[0049] At operation 308, the seatbelt pretensioner (112) operatively coupled to the
safety electronic control unit (108) is configured to trigger the at least one seat
actuator (110) to retract the driver seat (200) rearward by a predetermined distance15
of about 100–150 mm prior to impact and to simultaneously activate the seatbelt
pretensioner (112) to restrain an occupant, upon determination that an imminent
frontal collision is likely.
[0050] The seatbelt pretensioner (112) is configured to tighten the seatbelt
concurrently with seat retraction, preventing relative motion between the occupant20
and the driver seat (200). This coordinated actuation reduces the risk of secondary
injuries, including chest compression or abdominal impact forces, that may result
from sudden occupant movement. The timing of the pretensioner is synchronized
with the at least one seat actuator (110) based on the calculated time-to-impact,
ensuring precise and optimized occupant restraint. In some embodiments, the25
pretensioner operates in a manner that accommodates varying occupant sizes,
postures, and seating positions, thereby maintaining effective protection across a
range of real-world scenarios.
[0051] The adaptive seat retraction system (100) continuously monitors the seat
position to ensure actuation only occurs when safe and necessary. If the seat position30
sensor (106) indicates that the driver seat (200) is already in a rearward-most or
15
predefined restricted position, the adaptive seat retraction system (100) inhibits or
modifies seat retraction to prevent over-travel. This feature maintains occupant
safety while avoiding interference with normal vehicle operation. Additionally, the
adaptive seat retraction system (100) is capable of distinguishing between pre-crash
conditions and regular seat adjustments, thereby ensuring actuation occurs only in5
response to imminent frontal collisions.
[0052] Various embodiments of the present invention provide significant
advantages through an adaptive seat retraction system (100) for a vehicle,
comprising a plurality of sensors including at least one forward-looking obstacle
detection sensor (102) configured to detect an obstacle and calculate a time-to-10
impact, an inertial measurement unit (104) configured to detect acceleration and
crash signatures, and a seat position sensor (106) configured to detect a position of
a driver seat (200). A safety electronic control unit (108) is operatively connected
to the plurality of sensors and configured to perform sensor fusion and determine a
collision probability. At least one seat actuator (110) is operatively coupled to the15
driver seat (200), and a seatbelt pretensioner (112) is operatively coupled to the
safety electronic control unit (108). Upon determination that an imminent frontal
collision is likely, the safety electronic control unit (108) is configured to trigger the
seat actuator to retract the driver seat (200) rearward by a predetermined distance
and to simultaneously activate the seatbelt pretensioner (112) to restrain an20
occupant. The forward-looking obstacle detection sensor (102) may comprise at
least one of a radar sensor and a camera sensor configured to continuously estimate
the time-to-impact with a detected obstacle. The safety electronic control unit (108)
is configured to execute a finite state machine comprising an Idle state, an Arm state,
a Fire state, and a Post-Fire state to control deployment of the seat actuator and the25
seatbelt pretensioner (112). The seat actuator may comprise a pyrotechnic linear
actuator configured to provide a one-time rapid seat retraction stroke within a few
milliseconds during a collision event, or an electromechanical actuator configured
to provide a reusable seat retraction with controlled speed based on real-time control
signals from the safety electronic control unit (108). The seat actuator is configured30
to provide a rearward retraction stroke in a range of about 100 mm to about 150 mm
16
to increase available survival space for the occupant. The seatbelt pretensioner (112)
is configured to tighten a seatbelt during seat retraction to prevent relative motion
between the occupant and the driver seat (200) and reduce secondary injuries. The
safety electronic control unit (108) is configured to synchronize activation timing
of the seat actuator and the seatbelt pretensioner (112) based on the calculated time-5
to-impact. The adaptive seat retraction system (100) is further configured to inhibit
or modify seat retraction when the seat position sensor (106) indicates that the driver
seat (200) is already in a rearward-most or predefined restricted position.
Collectively, the adaptive seat retraction system (100) enhances occupant
protection, improves crash survivability, and provides a verifiable, data-driven10
safety solution for modern vehicle platforms.
[0053] It has thus been seen the adaptive seat retraction system (100) for a vehicle,
as described. The adaptive seat retraction system (100) in any case could undergo
numerous modifications and variants, all of which are covered by the same
innovative concept; moreover, all of the details can be replaced by technically15
equivalent elements. In practice, the components used, as well as the numbers,
shapes, and sizes of the components can be whatever according to the technical
requirements. The scope of protection of the invention is therefore defined by the
attached claims.

CLAIMS

1. An adaptive seat retraction system (100) for a vehicle, the adaptive seat
retraction system (100) comprising:
a plurality of sensors including at least one forward-looking obstacle5
detection sensor (102) configured to detect an obstacle and calculate a time-
to-impact, an inertial measurement unit (104) configured to detect
acceleration and crash signatures, and a seat position sensor (106) configured
to detect a position of a driver seat (200);
a safety electronic control unit (108) operatively connected to the10
plurality of sensors and configured to perform sensor fusion and determine a
collision probability;
at least one seat actuator (110) operatively coupled to the driver seat
(200); and
a seatbelt pretensioner (112) operatively coupled to the safety15
electronic control unit (108),
wherein, upon determination that an imminent frontal collision is
likely, the safety electronic control unit (108) is configured to trigger the at
least one seat actuator (110) to retract the driver seat (200) rearward by a
predetermined distance of about 100–150 mm prior to impact and to20
simultaneously activate the seatbelt pretensioner (112) to restrain an
occupant.
2. The adaptive seat retraction system (100) as claimed in claim 1, wherein the
forward-looking obstacle detection sensor (102) comprises at least one of a25
radar sensor and a camera sensor configured to continuously estimate the
time-to-impact with a detected obstacle.
3. The adaptive seat retraction system (100) as claimed in claim 1, wherein the
safety electronic control unit (108) is configured to execute a finite state
machine comprising an Idle state, an Arm state, a Fire state, and a Post-Fire30
state to control deployment of the at least one seat actuator (110) and the
seatbelt pretensioner (112).
4. The adaptive seat retraction system (100) as claimed in claim 1, wherein the
at least one seat actuator (110) comprises a pyrotechnic linear actuator
configured to provide a one-time rapid seat retraction stroke within a few5
milliseconds during a collision event.
5. The adaptive seat retraction system (100) as claimed in claim 1, wherein the
at least one seat actuator (110) comprises an electromechanical actuator
configured to provide a reusable seat retraction with controlled speed based
on real-time control signals from the safety electronic control unit (108).10
6. The adaptive seat retraction system (100) as claimed in claim 1, wherein the
at least one seat actuator (110) is configured to provide a rearward retraction
stroke in a range of about 100 mm to about 150 mm to increase available
survival space for the occupant.
7. The adaptive seat retraction system (100) as claimed in claim 1, wherein the15
seatbelt pretensioner (112) is configured to tighten a seatbelt during seat
retraction to prevent relative motion between the occupant and the driver seat
(200) and reduce secondary injuries.
8. The adaptive seat retraction system (100) as claimed in claim 1, wherein the
safety electronic control unit (108) is configured to synchronize activation20
timing of the at least one seat actuator (110) and the seatbelt pretensioner
(112) based on the calculated time-to-impact.
9. The adaptive seat retraction system (100) as claimed in claim 1, wherein the
adaptive seat retraction system (100) is configured to inhibit or modify seat
retraction when the seat position sensor (106) indicates that the driver seat25
(200) is already in a rearward-most or predefined restricted position
10. A method (300) for operating an adaptive seat retraction system (100) for a
vehicle, the method (300) comprising:
providing a plurality of sensors including at least one forward-looking
obstacle detection sensor (102) configured to detect an obstacle and calculate30
a time-to-impact, an inertial measurement unit (104) configured to detect
acceleration and crash signatures, and a seat position sensor (106) configured
to detect a position of a driver seat (200);
performing, via a safety electronic control unit (108) operatively
connected to the plurality of sensors, sensor fusion and determining a collision
probability;5
coupling at least one seat actuator (110) operatively to the driver seat
(200); and
triggering, via a seatbelt pretensioner (112) operatively coupled to the
safety electronic control unit (108), the at least one seat actuator (110) to
retract the driver seat (200) rearward by a predetermined distance of about10
100–150 mm prior to impact and to simultaneously activate the seatbelt
pretensioner (112) to restrain an occupant, upon determination that an
imminent frontal collision is likely.