A wearable impact protection airbag

Abstract

A wearable impact protection airbag (1) is disclosed. The airbag comprises first and second superimposed and interconnected layers (8, 9) defining therebetween an inflatable volume (11) for receipt of inflating air and is configured to be worn about a body part of a user (2). A first actuation arrangement (12a) is operable to inflate the airbag (1) to a first inflated condition to provide impact protection to the user (2) and a second actuation arrangement (12b) is operable to inflate the airbag (1) to a second inflated condition to provide different impact protection to the user (2).

Description

[0001] A WEARABLE IMPACT PROTECTION AIRBAG

[0002] Field of the Invention

[0003] The present invention relates to a wearable impact protection airbag, and in particular (but not exclusively) relates to a wearable impact protection airbag suitable for use by a rider of a powered two-wheeler (PTW) vehicle such as a motorcycle or scooter.

[0004] Background

[0005] Inflatable airbag arrangements are well known in the automotive industry. For many years now, airbags have been provided in the interior of vehicles such as passenger cars to protect occupants in the event of accidents such as crashes. Such airbags are deployed by rapid inflation in the event of an imminent or ongoing vehicle crash, to cushion the impact of a vehicle occupant against elements of the vehicle such as the steering wheel or the dashboard. Over time, it has become common to provide additional airbags at various positions throughout the cabin of a motor vehicle to provide additional or improved protection in the case of various types of accidents such as, for example, rollover accidents and oblique impact crashes. For example, it is now common practice to provide motor vehicles with airbags in the form of inflatable curtains, side airbags, knee airbags, and airbags of different configurations for rear seat passengers. Some vehicles even comprise airbags arranged to deploy across parts of the exterior of the vehicle to protect pedestrians or so-called Vulnerable Road Users (VRUs), such as cyclists or motorcyclists, in the event that they might be struck by the vehicle in an accident.

[0006] It has also been proposed to provide wearable impact protection devices to provide specific protection to designated body parts by arranging inflatable protection devices in the vicinity of a certain body part to be protected. By wearing an inflatable impact protection device at a defined position on the body, the device may be inflated in the event of an imminent or ongoing accident to provide a cushioning effect for that designated body part. Such wearable devices are considered to be of particular benefit to riders of so-called ‘powered two-wheeler’ vehicles (hereinafter referred to PTWs) such as motorcycles or scooters, or even pedal cycles. For example, it has been proposed to provide airbags inside motorcycle garments such as motorcycle jackets to provide improved protection for motorcyclists in the event of accidents. In exemplary arrangements, a garment such as a protective motorcycle jacket typically has an airbag (for example hidden inside the lining of the garment) which is arranged in fluid communication with an actuation arrangement, for example an inflator such as a gas generator. The inflator is operably associated with a crash or impact sensor (which may be provided either within the garment itself, or alternatively on a motorcycle) configured to provide an actuating signal to the inflator in the event that a likely or actual crash or impact is detected, thereby actuating the inflator to inflate and thus deploy the airbag inside the garment. As will be appreciated, inflation of the airbag inside the garment will provide a cushioning effect for the part of the wearer’s body around which or over which the airbag is provided. For example, a motorcycle jacket with an airbag will provide protection to the upper body of a motorcyclist wearing the jacket.

[0007] Because of the wide range of potential accident situations involving PTWs, it can be difficult to provide such prior art arrangements with crash or impact sensors (typically comprising one or more accelerometer) which can reliably detect 100% of potentially injurious accidents. As will be appreciated, a wearable impact protection device arranged to deploy only in response to an actuation signal from a crash or impact sensor can therefore be prone to nondeployment in some types of accident and can therefore offer sub-optimal impact protection to the user.

[0008] In alternative exemplary arrangements, a garment such as a protective motorcycle jacket typically has an airbag which is arranged in fluid communication with an actuation arrangement, for example an inflator such as a pump or compressor. Instead of the inflator being operably associated with a crash or impact sensor as described above, the user may pre-inflate the airbag using the pump or compressor before embarking on an activity such as a journey or ride using a PTW. Further, the compressor or pump may be configured to maintain the airbag in a pre-inflated condition during the activity. As will be appreciated, the pre-inflated airbag inside the garment will provide a cushioning effect for the part of the wearer’s body around which or over which the airbag is provided. For example, a motorcycle jacket with a pre-inflated airbag will provide protection to the upper body of a motorcyclist wearing the jacket.

[0009] In these arrangements the user is provided with some level of protection by the pre-inflated airbag during an accident. However, the main parameters of importance regarding deployable airbag performance, in terms of the cushioning effect provided, are pressure and thickness (i.e. the peak internal pressure of gas within the inflated airbag and the maximum inflated thickness of the inflated airbag). Generally, and within certain limits, greater inflated thickness and greater peak internal pressure is known to improve the performance of an airbag in terms of providing effective protection.

[0010] However, wearable impact protection devices having a pre-inflated airbag are only able to provide limited protection due to limitations on peak internal pressure and thickness of the inflated airbag. If the airbag is pre-inflated to a peak internal gas pressure and inflated thickness which is too great, the airbag (or the wearable impact protection device or garment containing the airbag) may become uncomfortable to wear, particularly over long periods of time as might be necessary, for example in the case of a motorcycle jacket.

[0011] A personal impact protection device which is uncomfortable to wear is disadvantageous because a user might be disinclined to wear the device due to concerns for comfort. Further, in order to improve comfort and to ensure that the wearer can move safely, pre-inflated airbags tend to be inflated to a lower peak internal pressure and maximum inflated thickness compared to the type of airbag which deploys in response to an actuation signal from a crash or impact sensor as described above. This means that the impact protection afforded to the user is lower and impact protection for e.g. higher speed crashes is limited.

[0012] The present invention has been devised in light of the above considerations.

[0013] Summary of the Invention

[0014] According to an aspect of the present invention, there is provided a wearable impact protection airbag, the airbag comprising a pair of superimposed and interconnected layers (e.g. of fabric) defining therebetween an inflatable volume (e.g. chamber) for receipt of inflating gas, the airbag being configured to be worn about a body part of a user and further comprising: a first actuation arrangement operable to inflate the airbag (e.g. the inflatable volume) to a first inflated (e.g. deployed) condition to provide impact protection to the user; and a second actuation arrangement operable to inflate the airbag (e.g. the inflatable volume) to a second inflated (e.g. deployed) condition to provide different impact protection to the user.

[0015] Advantageously, the airbag may be inflatable to two different inflated conditions which provide different impact protection to the user, such that, when in the first inflated condition the airbag may provide impact protection to the user in a first group of situations, and when in the second inflated condition the airbag may provide impact protection to the user in a second group of situations. The first group of situations may be different to and / or overlap with the second group of situations. Generally, the second group of situations may require higher levels of impact protection than the first group of situations. For example, the user may be a user of PTWs, and when in the first inflated condition, the airbag may provide impact protection for a first group of situations comprising relatively low-speed or low-force crashes / impacts (e.g. at speeds lower than about 30 km / h e.g. lower than about 25 km / h e.g. lower than about 20 km / h, e.g. lower than about 15 km / h, e.g. lower than about 10 km / h) and / or crashes / impacts (e.g. impending crashes / impacts) which are not readily detectable / detected by a crash or impact sensor. Further, when in the second inflated condition, the airbag may provide impact protection for a second group of situations comprising higher-speed or higher-force crashes or impacts (e.g. at speeds higher than about 10 km / h e.g. higher than about 15 km / h e.g. higher than about 20 km / h, e.g. higher than about 25 km / h, e.g. higher than about 30 km / h) and / or crashes or impacts (e.g. impending crashes / impacts) which are more readily detectable / detected by a crash or impact sensor. Of course, the first group of situations may include situations which are also in the second group of situations (e.g. the two groups may overlap). For example, when in the second inflated condition, the airbag may provide improved impact protection for low-speed crashes / impacts.

[0016] The first actuation arrangement may be operable to inflate the airbag to the first inflated condition with a first peak inflation pressure in the airbag (e.g. in the inflatable volume). The second actuation arrangement may be operable to inflate the airbag to the second inflated condition with a second peak inflation pressure in the airbag (e.g. in the inflatable volume). The second peak inflation pressure may be different to the first peak inflation pressure. For example, the second peak inflation pressure may be greater than the first peak inflation pressure.

[0017] Advantageously, each actuation arrangement may inflate the airbag to respective and different peak inflation pressures such that in the second inflated condition, the peak inflation pressure is higher than in the first inflated condition. Accordingly, in the second inflated condition, the airbag may be better configured to provide protection to the user in situations which involve more force being exerted on the user (e.g. in the second group of situations) compared to the first inflated condition. In the first inflated condition, the airbag may provide some level of impact protection appropriate to situations in which less force is exerted on the user (e.g. in the first group of situations) and, due to being inflated to a lower peak inflation pressure, may provide more comfort to a user compared to when in the second inflated condition. This may be particularly beneficial when the airbag is incorporated into a garment (e.g. a motorcycle jacket), or is pre-inflated before use.

[0018] In some embodiments, the first peak inflation pressure may be between about 20 kPa and about 120 kPa, e.g. between about 20 kPa and about 110 kPa, e.g. between about 20 kPa and about 100 kPa, e.g. between about 30 kPa and about 90 kPa, e.g. between about 40 kPa and about 80 kPa, e.g. between about 40 kPa and about 70 kPa, e.g. between about 50 kPa and about 70 kPa, e.g. between about 60 kPa and about 70 kPa. For example, the first peak inflation pressure may be about 70 kPa or about 80 kPa. In some embodiments, the second peak inflation pressure may be between about 70 kPa and about 200 kPa, e.g. between about 70 kPa and about 180 kPa, e.g. between about 70kPa and about 160 kPa, e.g. between about 70 kPa and about 140 kPa, e.g. between about 70 kPa and about 120 kPa, e.g. between about 80 kPa and about 110 kPa, e.g. between about 90 kPa and about 100 kPa. For example, the second peak inflation pressure may be about 100 kPa or about 120 kPa.

[0019] The first actuation arrangement may be operable to inflate the airbag to the first inflated condition with a first peak inflated thickness (e.g. the maximum distance between the pair of superimposed layers when the airbag is in the first inflated condition). The second actuation arrangement may be operable to inflate the airbag to the second inflated condition with a second peak inflated thickness (e.g. the maximum distance between the pair of superimposed layers when the airbag is in the second inflated condition). The first peak inflated thickness may be less than the second peak inflated thickness. For example, the second peak inflated thickness may be greater than the first peak inflated thickness. In some embodiments, the first peak inflated thickness may be substantially the same as the second peak inflated thickness.

[0020] Similarly, the first actuation arrangement may be operable to inflate the airbag to the first inflated condition with a first peak inflated volume. The second actuation arrangement may be operable to inflate the airbag to the second inflated condition with a second peak inflated volume. The first peak inflated volume may be less than the second peak inflated volume. For example, the second peak inflated volume may be greater than the first peak inflated volume. In some embodiments, the first peak inflated volume may be substantially the same as the second peak inflated volume. The airbag may have a different shape in the first inflated condition to the second inflated condition. In some embodiments, the airbag may have substantially the same shape in the first inflated condition and the second inflated condition. In some examples, the difference in shape between the first inflated condition and the second inflated condition may be imperceptible to the user.

[0021] The first actuation arrangement may be configured to provide and maintain a sustained inflation pressure within the airbag (e.g. within the inflatable volume) in the first inflated condition to provide impact protection to the user throughout a period of wear by the user. The sustained inflation pressure may be the first peak inflation pressure. Optionally, in some embodiments, the first actuation arrangement may be provided in combination with a pressure sensor and a controller. The pressure sensor may be configured to measure inflation pressure within the airbag (e.g. within the inflatable volume) and provide a pressure signal to the controller representative of the measured pressure. The controller may be configured to control the first actuation arrangement in dependence on (e.g. in response to) the pressure signal to automatically adjust the inflation pressure of the airbag to achieve and substantially maintain a target inflation pressure. The target inflation pressure may correspond to first peak inflation pressure (e.g. be equivalent to or be lower than the first peak inflation pressure).

[0022] Advantageously, the airbag may be inflated to the first inflated condition from an uninflated condition by the first actuation arrangement prior to embarking on an activity which requires protection for the user. In other words, the airbag may be pre-inflated to the first inflated condition. The airbag may be particularly beneficial when the activity is a journey or ride on a PTW. The airbag may be maintained in the first inflated condition throughout the activity. Thus, the airbag may provide effective impact protection to the user throughout the activity without the need for additional protection afforded by the airbag when in the second inflated condition. For example, a particular activity may not involve a crash or impact, or a particular activity may only require protection arising from one or more situations in the first group of situations described herein. Consequently, the user is provided with a comfortable protective device, which is able to provide sufficient protection to the user should a situation in the first group of situations arise e.g. a low-speed or low-force crash / impact, without further inflation in response to said situation.

[0023] The first actuation arrangement may be operable to deflate the airbag (e.g. the inflatable volume). The first actuation arrangement may be selectively (e.g. alternately) operable to deflate and inflate the airbag between an uninflated condition and the first inflated condition. For example, the first actuation arrangement may be operable (e.g. on receipt of a user input via a user interface / control panel) to inflate the airbag from the uninflated condition to the first inflated condition, and subsequently operable (e.g. on receipt of another user input via a user interface / control panel) to deflate the airbag from the first inflated condition to the uninflated condition.

[0024] In the uninflated condition, the airbag (e.g. the inflatable chamber) contains little or no gas (e.g. is devoid of inflating gas) and has zero inflated thickness because the pair of layers may be directly superimposed (e.g. overlay one another). In the uninflated condition, the airbag may further be packaged or folded. Alternatively, in the uninflated condition, the airbag may be in a laid-out configuration (devoid of any folds / rolls) which covers the user by substantially the same extent as is covered when the airbag is in the first inflated condition. In the uninflated condition, the airbag may be said to be in a non-protective condition, such that the airbag does not provide the user with any impact protection.

[0025] Thus, advantageously, the airbag may be inflated (e.g. pre-inflated) to the first inflated condition to provide impact protection to a user for the duration of an activity as described above, and subsequently be deflated after an activity which requires protection to a reduced size which is convenient for stowing, folding and / or storing.

[0026] When in the first inflated condition, the first peak inflation pressure (e.g. the sustained inflation pressure) may be variable. Similarly, the corresponding target inflation pressure may be variable. For example, the first peak inflation pressure and / or target inflation pressure may be varied in response to a signal received by the controller. Said signal may correspond to a user input via a user interface / control panel or may correspond to the speed of the airbag (e.g. the speed of the PTW being operated by the user).

[0027] The second actuation arrangement may be operable to inflate the airbag (e.g. the inflatable volume) to the second inflated condition from the first inflated condition.

[0028] Even when the airbag is inflated to the first inflated condition, the user may require additional protection in a situation which falls into the second group of situations. In such circumstances, the second inflated condition may provide the most appropriate protection to the user. Compared to inflating the airbag from the uninflated condition to the second inflated condition, inflating the airbag from the first inflated condition to the second inflated condition requires less inflating gas because the amount by which the pressure and / or volume of the airbag (e.g. the inflatable volume) must increase is reduced. Thus, advantageously, for the same (e.g. second) actuation arrangement, the airbag may inflate more quickly to the second inflated condition from the first inflated condition, than from the uninflated condition.

[0029] Alternatively, a second actuation arrangement of lower power may be provided to inflate the airbag from the first inflated condition to the second inflated condition, compared to the actuation arrangement required to inflate the airbag from the uninflated condition to the second inflated condition within the same time period. Accordingly, an actuation arrangement which is lighter and / or emits less sound may be provided as the second actuation arrangement. Such an actuation arrangement may be suitable for, or approved for, taking on aeroplanes e.g. as hand luggage.

[0030] Alternatively, or in addition, the second actuation arrangement may be operable to inflate the airbag to the second inflated condition from the uninflated condition.

[0031] The first actuation arrangement may be operable to inflate the airbag from an uninflated condition to the first inflated condition in a first inflation (time) period. In other words, the first actuation arrangement may be operable to provide the first peak inflation pressure in the airbag from the uninflated condition within the first inflation period. The second actuation arrangement may be operable to inflate the airbag from the uninflated condition, or the first inflated condition, to the second inflated condition in a second inflation (time) period. In other words, the second actuation arrangement may be operable to provide the second peak inflation pressure in the airbag from the uninflated condition or the first inflated condition (e.g. in which the airbag has the first peak inflation pressure) within the second inflation period. The second inflation period may be shorter than the first inflation period. For example, the second inflation period may be less than one second, and the first inflation period may be more than one second.

[0032] In the second inflated condition, the airbag may be better suited to provide protection to the user in the second group of situations which may exert more force on the user. As such, it is beneficial for the airbag to transition to the second inflated condition in a short time period (as in general, the crash time for a situation in the second group will be shorter than a situation in the first group). On the other hand, the user may pre-inflate the airbag to the first inflated condition as described herein before embarking on an activity. As such, the time taken to transition to the first inflated condition need not be as short as that required to transition to the second inflated condition. As such, the first actuation arrangement may be a different type of actuation arrangement to the second actuation arrangement. The first actuation arrangement and the second actuation arrangement may have distinct (e.g. separate) sources of gas. For example, the first actuation arrangement may source gas directly from the surrounding environment (e.g. from the atmosphere / air). On the other hand, the second actuation arrangement may comprise a dedicated (e.g. integral) source of gas (such as a gas generator or a gas cannister). For example, a gas source of the second actuation arrangement may be integrated with the airbag.

[0033] The first actuation arrangement may comprise an inflator, for example a pump or a compressor. The pump may be an external pump (e.g. a hand-powered pump). Accordingly, the airbag may comprise a coupling mechanism (e.g. a valve) configured to connect (e.g. reversibly connect) to an external pump to allow inflow of gas into the airbag. In other embodiments, the airbag may comprise a pump (e.g. a hand-powered pump) which is integrated with the airbag. Where the first actuation arrangement is a compressor, it may be an external compressor (e.g. an external electrical compressor). The airbag may comprise a coupling mechanism (e.g. a valve) configured to connect (e.g. reversibly connect) to the external compressor to allow inflow of gas into the airbag. The external compressor may be provided as part of a vehicle used by the user, e.g. a PTW. In other embodiments, the airbag may comprise a compressor (e.g. an electrical compressor) which is integrated with the airbag.

[0034] The second actuation arrangement may comprise an inflator (e.g. a different type of inflator), for example a gas generator. The second actuation arrangement may comprise a pyrotechnic inflator, a stored gas inflator or a combination thereof (e.g. a hybrid or multistage inflator).

[0035] The first actuation arrangement (e.g. at least a part of the first actuation arrangement) may be integrally formed with the airbag (e.g. provided integral to or located on the airbag). The second actuation arrangement (e.g. at least a part of the second actuation arrangement) may be integrally formed with the airbag (e.g. provided integral to or located on the airbag).

[0036] The airbag may comprise a non-inflatable impact protection panel (e.g. a rigid or resiliently deformable impact protection panel). The impact protection panel may be provided on (e.g. integral to and / or secured to) the airbag, for example, on one layer of the pair of superimposed layers. The non-inflatable impact protection panel may comprise the first actuation arrangement (e.g. at least a part of the first actuation arrangement), and / or the second actuation arrangement (e.g. at least a part of the second actuation arrangement). For example, the non-inflatable impact protection panel may be configured to support and / or house the first actuation arrangement and / or the second actuation arrangement. In other words, the first actuation arrangement and / or the second actuation arrangement may be mounted on the non-inflatable impact protection panel.

[0037] The wearable impact protection airbag may be configured to be worn about the torso of a user. The airbag may provide impact protection the user’s body part (e.g. the torso) in the first inflated condition and in the second inflated condition. One layer of the pair of superimposed layers may define a body side of the airbag, adjacent and covering at least a part of the user’s body (e.g. the torso) when in use. The other of the pair of superimposed layers may define an outer-side of the airbag. The outer-side of the airbag may comprise the impact protection panel. The airbag may be provided with a securing arrangement (e.g. a strap) configured to secure the airbag to the user’s body.

[0038] The inflatable volume may comprise at least two fluidly interconnected inflatable chambers. Each of the fluidly interconnected inflatable chambers may be configured to provide protection for (e.g. cover) a different portion of the user’s body. For example, one of said chambers may be arranged to define a front inflatable panel of the airbag configured to cover a front region of the user’s torso when in use. Another of said chambers may be arranged to define a back inflatable panel of the airbag configured to cover a back region of the user’s torso when in use. The securing arrangement may interconnect the front inflatable panel and the rear inflatable panel to secure the airbag about the user’s torso when in use.

[0039] As used herein, “in use” refers to the airbag being worn by a user, in any of the uninflated condition, first inflated condition and second inflated condition, as well as any transition condition between these conditions. In use, the airbag is configured to cover and / or wrap around a portion of the user’s body e.g. the torso.

[0040] To facilitate wearing the airbag, the airbag may be provided in the form of (or as part of) a harness, a vest, a jacket or other garment. For example, a motorcycle jacket may comprise the airbag as described herein.

[0041] In another aspect, there is provided a method of providing impact protection to a user (e.g. a rider of a PTW), the method comprising the steps of: wearing an impact protection airbag, pre-inflating the airbag to a first inflated condition with a first actuation arrangement to provide impact protection to the user, and inflating (e.g. subsequently inflating) the airbag to a second inflated condition with a second actuation arrangement to provide different impact protection to the user. The impact protection airbag which may be operated according to this method may optionally have any of the features of the impact protection airbag disclosed herein. The method may further comprise any step of operating any of said features of the impact protection airbag disclosed herein as would be apparent to the skilled person.

[0042] The invention includes the combination of the aspects and optional features described except where such a combination is clearly impermissible or expressly avoided.

[0043] The skilled person will appreciate that except where mutually exclusive, a feature or parameter described in relation to any one of the above aspects may be applied to any other aspect. Furthermore, except where mutually exclusive, any feature or parameter described herein may be applied to any aspect and / or combined with any other feature or parameter described herein.

[0044] Summary of the Figures

[0045] So that the invention may be more readily understood, and so that further features thereof may be appreciated, embodiments of the invention will now be described by way of example with reference to the accompanying drawings in which:

[0046] Figure 1 is a perspective view from the rear and right side showing a user (i.e. the rider of a PTW) wearing an impact protection airbag in accordance with the present invention and which is provided in the form of a vest, the airbag being illustrated in an uninflated condition;

[0047] Figure 2 is a perspective view from the left side showing the impact protection airbag of Figure 1 in a first inflated condition;

[0048] Figure 3 is a perspective view from the front and left side showing the impact protection airbag in the first inflated condition also shown in Figure 2;

[0049] Figure 4 is a perspective view from the front and left side showing, in dashed lines, the extent of inflation of the airbag when in the second inflated condition compared to the first inflated condition;

[0050] Figure 5 is a schematic illustration showing a possible user interface system comprising a smartphone and a smartwatch; Figure 6 is a perspective view similar to that of Figure 3, but which shows an alternative embodiment of the impact protection airbag having an integral hand-pump arrangement for inflation to the first inflated condition; and

[0051] Figure 7 is a rear view of the impact protection airbag shown in the previous Figures when in the uninflated condition showing the non-inflatable impact protection panel and a schematic representation of the components thereon.

[0052] Detailed Description of the Invention

[0053] Aspects and embodiments of the present invention will now be discussed with reference to the accompanying figures. Further aspects and embodiments will be apparent to those skilled in the art.

[0054] Figure 1 shows an uninflated wearable impact protection airbag 1 in accordance with an embodiment of the present invention being worn by a user 2. Figures 2 and 3 show the same airbag 1 in a first inflated condition. Figure 4 shows the same airbag with dashed lines indicating the extent of inflation of the airbag when in the second inflated condition compared to the first inflated condition. The specific airbag 1 illustrated is provided in the form of a vest to be worn about the user’s torso 3 to provide impact protection to the user’s torso 3. As illustrated most clearly in Figure 2, the user 2 is depicted as a rider of a PTW 4 taking the form of a scooter. As will be appreciated, the rider 2 is shown in a conventional PTW riding position and is thus seated on a saddle 5 of the PTW 4 and is holding the handlebars 6 of the PTW 4 in a conventional manner.

[0055] As will be noted, the airbag 1 is configured to extend across the user’s chest region, shoulders and back region, and is provided with a securing arrangement comprising adjustable waist strap 7 which permits the front and rear regions (panels) of the airbag 1 to be drawn together around the sides of the user’s torso 3 to ensure a snug and secure fit when the airbag 1 is worn. The waist strap 7 can be adjusted in length (for example by a simple hook-and-loop fastening arrangement), in a manner known per se, to accommodate users of varying sizes. The waist strap 7 may be formed of flexible webbing.

[0056] The airbag 1 is formed from first and second superimposed layers of fabric 8, 9 which are interconnected by a peripheral seam 10 to define an inflatable volume 11 therebetween for the receipt of inflating air from an actuation arrangement. The peripheral seam 10 thus defines the periphery of the inflatable volume 11 . As will be appreciated, only one (outwardly facing) fabric layer 8 is clearly visible in Figures 1 - 4, because the other (inwardly facing) layer 9 is hidden against the user’s body (or clothing). When the airbag 1 is worn about the user’s torso 3 as illustrated, the inwardly facing layer 9 defines a body-side of the airbag 1 which lies adjacent and covers part of the user’s torso. Conversely, the outwardly facing fabric layer 8 defines an outer-side of the airbag 1 .

[0057] As illustrated most clearly in Figures 2 and 3, the inflatable volume 11 of the airbag 1 is divided into a pair of fluidly interconnected inflatable chambers 13, 14. One of the inflatable chambers 13 is configured to define a back inflatable panel 15 of the airbag 1 , which covers a back region of the user’s torso 3 in use. The other inflatable chamber 14 is configured to define a front inflatable panel 16 of the airbag 1 , which covers a front region of the user’s torso 3 in use. The front and back inflatable panels 15, 16 are interconnected by a pair of shoulder straps 17, defined by the interconnected fabric layers 8, 9 of the airbag 1 . As shown in Figure 3, the inflatable chamber 13 defining the back inflatable panel 15 is fluidly connected to the inflatable chamber 14 defining the front inflatable panel 16 via an inflatable conduit 18 formed along one of the shoulder straps 17 (on the user’s right-hand side as illustrated) and between the two fabric layers 8, 9 thereof. In the particular embodiment illustrated, the inflatable chamber 13 defining the back inflatable panel 15 includes a projecting elongate inflatable shoulder portion 19 formed along the other shoulder strap 17, but which terminates in spaced relation to a proximal region of the inflatable chamber 14 defining the front inflatable panel 16. In other embodiments, it is envisaged that the back and front inflatable panels 15, 16 may be fluidly interconnected by a pair of inflatable conduits 18, each formed along a respective shoulder strap 17.

[0058] The airbag 1 illustrated in Figures 1 - 4 may be formed via a so-called ‘one-piece weaving’ technique in which yarns of one fabric layer 8 are interwoven with yarns of the other fabric layer 9 to define the peripheral seam 10. The seam 10 may thus be woven and integral to the structure of the fabric layers 8, 9.

[0059] As illustrated most clearly in Figure 1 , the airbag 1 further comprises a non-inflatable impact protection panel 20 which is secured to the outer-side (i.e. defined by the outwardly facing fabric layer 8) of the back inflatable panel 15. The impact protection panel 20 is non- inflatable, may be substantially rigid or resiliently deformable, and is intended to serve as a passive protector to provide improved impact protection to the vulnerable lower spinal region of a user 2. The non-inflatable impact protection panel 20 may be formed from suitable high- impact plastic material, elastomeric material, or a vulcanised rubber material, for example. In some embodiments, it is envisaged that the non-inflatable impact protection panel 20 may comprise a core plate formed from suitable structural material such as those mentioned, the core plate being surrounded by a softer sheath formed from fabric such as, for example neoprene or the like.

[0060] The airbag comprises a first actuation arrangement 12a and a second actuation arrangement 12b. In the embodiment illustrated, the first actuation arrangement 12a and the second actuation arrangement 12b are provided in the form of a substantially self-contained unit having a housing 21 which is mounted to the non-inflatable impact protection panel 20. Each actuation arrangement 12a, 12b is thus integral to the airbag 1 so as to be worn by the user 2 when the airbag 1 is in use (i.e. when the airbag 1 is being worn).

[0061] The first actuation arrangement 12a may take various different forms (some of which are described hereinafter in more detail). But in general, the first actuation arrangement 12a may be alternately (and e.g. manually) operable by the user 2: i) to inflate the airbag 1 from the uninflated (non-protective) condition illustrated in Figure 1 , to the first inflated (protective) condition illustrated in Figures 2 and 3; and ii) to deflate the airbag 1 from the first inflated condition illustrated in Figures 2 and 3, to the uninflated condition illustrated in Figure 1. In advantageous embodiments, the first actuation arrangement 12a is configured to provide and maintain a sustained inflation pressure or first peak inflation pressure (which may, for example, be between 20 kPa and 120 KPa, and optionally approximately 70 kPa or 80 kPa) throughout a period of wear by the user 2. The user 2 is thus able to inflate the airbag 1 into the first inflated condition illustrated in Figures 2 and 3 prior to undertaking an activity such as a journey or ride, with the airbag 1 thereafter remaining substantially inflated in said first inflated condition during the activity to provide impact protection to the user. At the end of the activity, the user 2 may then operate the first actuation arrangement 12a to deflate the airbag 1 into the uninflated condition illustrated in Figure 1 , in which the airbag 1 occupies significantly less space and is more flexible, thereby allowing convenient packaging or stowage.

[0062] The first actuation arrangement 12a is operable whilst the airbag 1 is actually being worn by a user 2 to inflate and deflate the airbag between the first inflated condition and the uninflated condition as described above. It is therefore not necessary for a user to inflate the airbag 1 with the first actuation arrangement 12a prior to donning it, and neither is it necessary to deflate the airbag 1 with the first actuation arrangement 12a prior to removing it. Furthermore, as illustrated in Figure 1 , the airbag 1 is not packed (for example folded and / or rolled) into a tight package in its uninflated condition. Instead the airbag may be said to be in a laid-out condition. The airbag 1 may therefore be configured to have a somewhat compact configuration. In some embodiments, such as that illustrated in Figures 1 to 3, the airbag 1 is configured such that its body-side (i.e. defined by the inwardly facing fabric layer 9 when worn) covers a comparable extent of a wearer’s torso 3 in both the uninflated condition (shown in Figure 1) and the first inflated condition (shown in Figures 2 and 3). In some such embodiments, it is proposed that the airbag may be configured such that its body-side covers no more of the wearer’s torso 3 in the first inflated condition than it does in the uninflated condition.

[0063] The second actuation arrangement 12b also may take various different forms (e.g. as described herein). But in general, the second actuation arrangement 12b may be operable to inflate the airbag 1 to a second inflated condition, the extent of which is illustrated by the dashed lines in Figure 4. For example, the second actuation arrangement 12b may be configured to inflate the airbag 1 from the first inflated condition (illustrated in Figures 2 and 3) to the second inflated condition (illustrated by the dashed lines in Figure 4). In the second inflated condition, a second peak inflation pressure may be provided in the inflatable chamber 11 . The second peak inflation pressure may be greater than the (first) peak inflation pressure in the inflatable chamber 11 when the airbag 1 is in the first inflated condition. For example, the second peak inflation pressure may be between about 70 kPa and about 200 kPa, and optionally approximately 100 kPa or 120 kPa. As is also illustrated in Figure 4, the inflated thickness of the airbag 1 is greater in the second inflated condition than in the first inflated condition. The airbag 1 may be said to have a first peak inflated thickness in the first inflated condition (e.g. the maximum distance between the two fabric layers 8, 9 in the first inflated condition) and a second peak inflated thickness in the second inflated condition (e.g. the maximum distance between the two fabric layers 8, 9 in the second inflated condition). In the embodiment shown in Figure 4, the second peak inflated thickness is greater than the first peak inflated thickness, and in general, the overall inflated thickness of the airbag 1 in the second inflated condition is greater than that in the first inflated condition. For example, at a given location spaced from the peripheral seam 10 of the airbag 1 , the inflated thickness will be greater in the second inflated condition than in the first inflated condition.

[0064] To illustrate the difference between the first peak inflated thickness and the second peak inflated thickness, the dashed lines in Figure 4 may exaggerate the extent of the difference between the first peak inflated thickness and the second peak inflated thickness in some embodiments. In some embodiments, the difference between the first peak inflated thickness and the second peak inflated thickness may be imperceptible to the user 2. In some embodiments (not illustrated), the first peak inflated thickness and the second peak inflated thickness may be substantially the same, such that the main difference between the first inflated condition and the second inflated condition is the difference between the first peak inflated pressure and the second peak inflated pressure.

[0065] The airbag 1 may be said to have a first peak inflated volume in the first inflated condition (e.g. the maximum volume provided by the first actuation arrangement 12a), and a second peak inflated volume in the second inflated condition (e.g. the maximum volume provided by the second actuation arrangement 12b). In the embodiment shown in Figure 4, the second peak inflated volume is greater than the first peak inflated volume, and in general, the overall inflated volume of the airbag 1 in the second inflated condition is greater than that in the first inflated condition. The dashed lines in Figure 4 may exaggerate the extent of the difference between the first peak inflated volume and the second peak inflated volume in some embodiments. In some embodiments, the difference between the first peak inflated volume and the second peak inflated volume may be imperceptible to the user 2. In some embodiments (not illustrated), the first peak inflated volume and the second peak inflated volume may be substantially the same, such that the main difference between the first inflated condition and the second inflated condition is the difference between the first peak inflated pressure and the second peak inflated pressure.

[0066] Due to the difference between the first inflated condition and the second inflated condition, the airbag 1 may provide two different types of impact protection: the first type when in the first inflated condition; and the second type when in the second inflated condition. Specifically, when in the first inflated condition, the airbag 1 may provide impact protection for (e.g. better suited for) a first group of situations, and when in the second inflated condition, the airbag 1 may provide impact protection for (e.g. better suited for) a second group of situations, the second group of situations generally requiring a higher degree / level of impact protection.

[0067] For example, when in the first inflated condition, the airbag 1 may be suited to provide impact protection for low-speed or low-force crashes / impacts / accidents. The airbag 1 in the first inflated condition may provide adequate protection for such a (first) group of situations, and may further have the advantages of improved comfort and flexibility (e.g. due to lower inflated thickness than in the second inflated condition) and reusability. That is, the user 2 may continue to use the airbag 1 following a crash / impact / accident, and the airbag 1 may be deflated after use and reused again for a subsequent activity. The airbag 1 may also be reused to provide protection for a subsequent situation in which a higher level of protection is required (belonging to the second group of situations) as described next.

[0068] In the second inflated condition, the airbag 1 may be suited to provide impact protection for high-speed or high-force crashes / impacts / accidents. Specifically, the protection afforded to the user 2 in such a (second) group of situations by the airbag 1 in the second inflated condition may be better than that afforded by the airbag 1 in the first inflated condition. Thus the airbag 1 may have the benefits of known airbags which are pre-inflated, but with additional protection afforded to the user 2 when required. Further, by implementing a different (second) actuation arrangement 12b to reach the second inflated condition, the airbag 1 may more quickly achieve the second inflated condition than if the first actuation arrangement 12a were to be used to reach the second inflated condition. This is particularly important for high-speed crashes, where the time to inflate the airbag 1 to a peak inflation pressure or thickness can have an effect on the level of protection afforded to the user 2.

[0069] When in the first inflated condition, the airbag 1 is said to be pre-inflated during use. As a result of being (partially) pre-inflated, the speed with which the airbag 1 may reach the second inflated condition is reduced, as less additional volume of gas needs to be provided to the airbag 1 . Alternatively, a less powerful, lighter, more compact, and / or travel-safe (e.g. travel-safe on aeroplanes) inflator may be provided as the second actuation arrangement 12b, given less volume of gas is required to inflate the pre-inflated airbag 1 from the first inflated condition to the second inflated condition compared to the volume of gas required to inflate from the uninflated condition to the second inflated condition.

[0070] An embodiment of the first actuation arrangement 12a will now be described with particular reference to Figure 1.

[0071] In the embodiment illustrated, the first actuator arrangement 12a comprises an electrically powered compressor 22 which is electrically connected to a power source in the form of a rechargeable battery 23. The compressor 22 and the battery 23 are both provided within the housing 21 . The battery 23 may be removable from the housing 21 in some embodiments. Furthermore, other embodiments are envisaged in which the housing 21 may not actually include a battery at all. For example, the housing 21 could instead be provided with means to releasably and electrically connect to a battery carried by a PTW 4 (e.g. such as the ignition battery of the PTW), to thereby power the compressor 22. In this manner, the user 2 may electrically connect the compressor 22 to the battery of the PTW (for example by a suitable electrical cable) prior to embarking on a ride or journey, and may thereafter disconnect the compressor 22 from the PTW. This type of arrangement could allow the size of the housing 21 to be reduced.

[0072] The compressor 22 has a first airflow port (not shown) provided behind and thus in direct fluid communication with a number of combined air inlet / outlet apertures 24 formed through the rearmost surface of the housing 21 . The compressor 22 also has a second airflow port 25 in fluid connection with an airflow passage extending from the compressor housing 21 , through an aperture (not shown) in the impact protection panel 20, and through an aligned aperture (also not shown) formed through the underlying region of the outwardly facing fabric layer 8 of the back inflatable panel 15. The compressor 22 is thus provided within an effective airflow path extending between the atmosphere outside the housing 21 and the inflatable volume 11 within the airbag 1 , via the inlet / outlet apertures 24, and the aligned apertures provided through the impact protection panel 20 and the outwardly facing fabric layer 8.

[0073] The compressor 22 will have a suitable user operable control (user interface), via which the user may actuate the compressor 22: i) to direct inflating air from the atmosphere outside the airbag 1 , through the inlet / outlet apertures 24 in the housing 21 , and into the inflatable volume 11 of the airbag 1 to thereby inflate the airbag 1 to the first inflated condition illustrated in Figures 2 and 3; and ii) to direct inflating air in the opposite direction, from the inflatable volume 11 within the airbag 1 and into the atmosphere via the inlet / outlet apertures 24. As will be appreciated, when the compressor 22 is operated to direct inflating air from the inflatable volume 11 to the atmosphere, it will effectively at least partially evacuate the inflatable chamber 11 , thereby significantly reducing the thickness of the airbag 1 .

[0074] In addition to the above-described compressor arrangement, the airbag 1 may optionally also be provided with a pressure release valve 26 as part of the actuation arrangement. The pressure release valve 26 may be provided either through an aperture 27 formed in one of the fabric layers 8, 9 of the airbag 1 , as illustrated in Figure 1 , or may be provided through a region of the peripheral seam 10. In some embodiments, it is envisaged that the pressure release valve 26 may be manually operable, thereby permitting a user 2 to rapidly vent the inflatable volume 11 to deflate the airbag 1 (at least partially), rather than relying (solely) on operation of the compressor 22 as described above. The housing 21 may also include a controller (such as an electronic control unit (ECU)) 71 (shown in Figure 7). The housing 21 may further comprise a pressure sensor (not shown) arranged and configured to measure inflation pressure within the inflatable volume 11 of the airbag 1 and provide a pressure signal to the controller 71 representative thereof.

[0075] The housing 21 illustrated also carries a primary user control panel 28 (e.g. a user interface). A secondary user control panel 29 (e.g. a user interface) may also be provided on the front inflatable panel 16 of the airbag 1 , as illustrated most clearly in Figure 3. It is envisaged that the primary and secondary user control panels 28, 29 may be identical to one another. Both control panels 28, 29 are electrically connected to the controller 71 within the housing 21 . In the case of the secondary control panel 29, which is located remote from the housing 21 , this electrical connection may be provided by a flexible wire 30 running through the peripheral seam 10 of the airbag, along one of the shoulder straps 17 as illustrated in Figure 3.

[0076] Each user control panel 28, 29 has a respective main actuation button 31 , each alternately actuatable by the user 2 to inflate the airbag 1 to the first inflated condition illustrated in Figures 2 and 3 (if the airbag 1 is initially in the uninflated condition) and to deflate the airbag 1 to the uninflated condition illustrated in Figure 1 (if the airbag 1 is initially inflated to the first inflated condition).

[0077] In addition to the main actuation button 31 , each user control panel 28, 29 may also include a respective pressure indicator 32. In the particular embodiment illustrated, each pressure indicator 32 takes the form of a row of discrete LEDs, and is thus configured to provide a visual indication representative of the inflation pressure of the inflatable volume 11 , under the control of the controller 71 and in dependence on the pressure signal provided by the pressure sensor. Alternatively, or additionally, each pressure indicator 32 may be configured to provide a haptic indication (e.g. by the provision of one or more small eccentric motors), or an auditory indication (e.g. by the provision of one or more small speakers) representative of the inflation pressure of the inflatable volume 11. It is envisaged that in some embodiments the pressure indicator 32 may be configured to provide an indication to the user 2 as to whether the measured inflation pressure of the inflatable volume 11 is above or below a predetermined threshold value or target value.

[0078] In some embodiments, the controller 71 is configured to actively control the compressor 22 in dependence (i.e. in response to) the pressure signal provided by the pressure sensor, and may thereby automatically adjust the inflation pressure of the inflatable volume 11 to achieve and substantially maintain a target inflation pressure (e.g. corresponding to the first peak inflation pressure). In such embodiments, when the inflatable volume 11 is substantially inflated to the first inflated condition, the controller 71 will thus actively control the compressor 22 so as: i) to direct inflating air from the atmosphere outside the airbag 1 , through the inlet / outlet apertures 24 in the housing 21 , and into the inflatable volume 11 of the airbag 1 in response to the detection of the inflation pressure being below the target value to thereby restore the target inflation pressure; and ii) to direct inflating air in the opposite direction, from the inflatable volume 11 within the airbag 1 and into the atmosphere via the inlet / outlet apertures 24 in response to the detection of the inflation pressure exceeding the target value, to thereby restore the target inflation pressure.

[0079] Further active control embodiments are also proposed in which the compressor unit 21 may further comprise a GPS receiver module configured to provide GPS data to the controller 71 . In such embodiments, the controller is configured to use the GPS data to calculate speed of travel of the airbag 1 in use (which will thus be representative of the speed of the PTW 4) and automatically adjust the target inflation pressure of the first inflated condition in response to the calculated speed so as to: i) increase the target inflation pressure in response to an increase in speed; and ii) decrease the target inflation pressure in response to a decrease in speed. In this manner, the compressor 22 may be actively controlled in order to increase the first peak inflation pressure of the inflatable volume 11 during relatively high speed periods of a ride or journey (thereby increasing the firmness of the airbag 1 in the first inflated condition), and to decrease or restore the inflation pressure to a median level during lower speed periods (thereby reducing the firmness of the airbag 1 in the first inflated condition). In other words, the first peak inflation pressure may be variable, depending on the speed of travel of the airbag / user / PTW. This type of control allows the airbag 1 to be inflated to a higher inflation pressure during relatively high-risk (i.e. high speed) periods of the ride or journey, and to a lower inflation pressure at other times, which may be more comfortable for the user 2 wearing the airbag 1 .

[0080] Turning now to consider Figure 5, the housing 21 may be configured for wireless communication (e.g. via Bluetooth, wi-fi, or other near-field communication protocol) with a user device such as a smartphone 33 and / or a smartwatch 34 running a software application (‘app’) 35, 36 configured to facilitate user interaction with the first actuation arrangement 12a of the airbag 1 . Purely by way of example, the illustrated smartphone 33 is depicted running an app 35 which provides various icons indicating system status information to the user 2, including: connection status 36 (i.e. between the smartphone 33 and the components of the housing 21 ); current inflation status 37 of the airbag 1 (e.g. “Ready for inflation” indicating that the airbag 1 is not currently inflated, or alternatively, “Inflated” indicating that the airbag 1 is inflated to the first inflated condition); and battery charge level 38 (i.e. of the battery 23 powering the compressor 22). Additionally, the app 35 displays various icons denoting operating buttons, which if pressed will select different operating modes of the components of the housing 21 including, for example: a “Speed adaptive mode” 39 (which will control the first peak inflation pressure of the airbag 1 in dependence on speed, as described above); a “City” mode 41 (which may, for example, set the target inflation pressure for the first inflated condition to a relatively low level); a “Highway” mode 42 (which may, for example, set the target inflation pressure for the first inflated condition to a relatively high level); and a “Powersaving” mode 43 (which may, for example, disable active control of the compressor 22 and simply maintain a median target inflation pressure for the first inflated condition).

[0081] The smartphone app 35 further displays an icon representing a main actuation button 44 via which the user may trigger inflation and deflation of the airbag 1 to and from the uninflated condition and the first inflated condition. In the condition illustrated in Figure 5, the actuation button icon 44 is shown representing a “Pressurize” function, operable to trigger the compressor 22 to inflate the airbag 1 to the first inflated condition. When the airbag 1 is already in the first inflated condition, the actuation button icon 44 will instead represent a “De-Pressurize” function, operable to deflate the airbag 1 to the uninflated condition.

[0082] The smartwatch app 36 may replicate the above-described functionality and icons of the smartphone app 35, and may thus provide identical control functions for operation of the components of the housing 21 without the smartphone 33. However, in the arrangement illustrated in Figure 5, the smartwatch app 36 provides limited functionality and presents the user 2 only with a secondary actuation button icon 44’ to replicate the function of the actuation button icon 44 of the smartwatch app 36. In this type of configuration, it is envisaged that the smartwatch app 36 will function in combination with the smartphone app 35.

[0083] Whilst the invention has been described above with specific reference to various embodiments having a first actuation arrangement 12a comprising an electrically powered compressor 22, it is to be appreciated that this is not considered essential. For example, Figure 6 illustrates an alternative embodiment of the airbag 1 which instead comprises a manually operable hand-pump 45 via which the user 2 may manually pump inflating air into the inflatable volume 11 to inflate the airbag 1 to inflate the airbag to the first inflated condition. In other words, the first actuation arrangement 12a comprises a manually operable hand-pump 45. In such embodiments, it is envisaged that the hand-pump 45 will be provided on the airbag 1 in a location which is convenient for the user 2 to reach whilst wearing the airbag 1 . Accordingly, in the embodiment illustrated in Figure 6, the hand-pump 45 is shown provided at an edge region of the front inflatable panel 16 of the airbag 1 .

[0084] In embodiments comprising a manually operable hand-pump 45, the user 2 may use the manually operable pressure release valve 26 described above to manually vent the inflation chamber 11 and thereby deflate the airbag 1 . As shown in Figure 6, in such embodiments it is proposed that the valve 26 may be located to the front inflatable panel 16 of the airbag 1 to allow more convenient operation by the user, in combination with the hand-pump 45, whilst wearing the airbag 1 .

[0085] An embodiment of the second actuation arrangement 12b will now be described with particular reference to Figure 7.

[0086] As exemplified herein, the second actuation arrangement 12b may be operably associated with a crash or impact sensor comprising at least one accelerometer (not shown). The crash or impact sensor may provide an acceleration signal to the controller 71 . In such embodiments, the controller 71 is configured to actuate the second actuation arrangement 12b in response to receipt from the accelerometer of a signal indicative of an acceleration or deceleration exceeding a predetermined threshold value (e.g. which may be deemed representative of a likely or ongoing crash). In alternative embodiments, the second actuation arrangement 12b may be operably associated with a ripcord which, when a tensile force above a certain threshold is exerted on the ripcord, causes the second actuation arrangement 12b to actuate. One end of such a ripcord may be attached to the second actuation arrangement 12b, whilst the other may be attached to the PTW 4 such that a tensile force is exerted on the rip cord when the user 2 is separated from the PTW 4 e.g. during a crash.

[0087] Whilst the first actuation arrangement 12a is operable to inflate the airbag 1 from an uninflated condition to the first inflated condition in a first inflation (time) period (which may be a number of seconds, e.g. 5, 10, or 15 seconds), the second actuation arrangement is operable to inflate the airbag from the first inflated condition to the second inflated condition (e.g. by increasing the pressure from the first peak inflation pressure to the second peak inflation pressure) in a second inflation (time) period, which is shorter than the first inflation period. In some embodiments, the second inflation period is less than one second. The first actuation arrangement 12a comprising a compressor 22 is not capable of inflating the airbag 1 from the first inflation condition to the second inflation condition within the second inflation period. In fact, the first actuation arrangement 12a would take significantly longer than the second actuation arrangement 12b to inflate the airbag 1 from the first inflation condition to the second inflation condition. Accordingly, the airbag requires a second actuation arrangement 12b, which is a different type of actuation arrangement to the first actuation arrangement 12a.

[0088] Figure 7 shows the outline of various components contained within the housing 21 , including the compressor 22, the battery 23 and the controller 71 as described herein. Figure 7 further shows an inflator 72 which is also contained within the housing 21 and which may be a gas generator. As with the first actuation arrangement 12a, the inflator 72 has an airflow port (not shown) in fluid connection with an airflow passage extending from the inflator 72, through an aperture (not shown) in the impact protection panel 20, and through an aligned aperture (also not shown) formed through the underlying region of the outwardly facing fabric layer 8 of the back inflatable panel 15. Thus, an effective gas flow path is provided from the inflator 72 to the inflatable volume 11 within the airbag 1 . Note that the gas flow path from the inflator 72 may be distinct and separate from the airflow path provided between the compressor 22 and the inflatable volume 11 referred to above.

[0089] It is envisaged that the second actuation arrangement 12b is not activated by the user 2 via a user control panel or user interface (such as the app 35) as with the first actuation arrangement 12a. This is because in a crash / impact belonging to the second group of situations, the user 2 is not expected to have time to operate the second actuation arrangement 12b. Instead, the airbag 1 may deploy to the second inflated condition (via the second actuation arrangement 12b) automatically in response to a signal from a crash or impact sensor. Further, unlike when in the first inflated condition, after deploying to the second inflated condition, the airbag 1 may not be easily reused. For example, the second actuation arrangement 12b may require replacement, and / or the airbag 1 must be deflated to the uninflated condition or the first inflated condition before further use. In some embodiments, the airbag 1 cannot be reused after deployment into the second inflated condition.

[0090] Whilst the invention has been described above with specific reference to embodiments provided in the form of a vest to be worn about the user’s torso 3, it is to be appreciated that the invention is not limited to such a configuration of airbag. For example, alternative embodiments are envisaged in which the airbag may be provided in the form of a harness; for example, comprising an airbag extending down each side of the front of a user’s torso and around the user’s neck when worn, but not necessarily extending across the user’s back. Alternative embodiments are also envisaged in which the airbag may be provided as part of a protective jacket such as a motorcycle jacket; for example being provided within the structure of the jacket, between an inner lining and an outer skin.

[0091] The features disclosed in the foregoing description, or in the following claims, or in the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for obtaining the disclosed results, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof.

[0092] While the invention has been described in conjunction with the exemplary embodiments described above, many equivalent modifications and variations will be apparent to those skilled in the art when given this disclosure. Accordingly, the exemplary embodiments of the invention set forth above are considered to be illustrative and not limiting. Various changes to the described embodiments may be made without departing from the scope of the invention.

[0093] For the avoidance of any doubt, any theoretical explanations provided herein are provided for the purposes of improving the understanding of a reader. The inventors do not wish to be bound by any of these theoretical explanations.

[0094] Unless otherwise defined herein, scientific and technical terms used in connection with the presently disclosed inventive concept(s) shall have the meanings that are commonly understood by those of ordinary skill in the art.

[0095] Any section headings used herein are for organizational purposes only and are not to be construed as limiting the subject matter described.

[0096] In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word ‘comprising’ does not exclude the presence of other elements or steps than those listed in a claim. Throughout this specification, including the claims which follow, unless the context requires otherwise, the words “have”, “comprise”, and “include”, and variations such as “having”, “comprises”, “comprising”, and “including” will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

[0097] It must be noted that, as used in the specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Ranges may be expressed herein as from “about” or “approximately” one particular value, and / or to “about” or “approximately” another particular value. When such a range is expressed, another embodiment includes from the one particular value and / or to the other particular value. Similarly, when values are expressed as approximations, by the use of the antecedents “about” or “approximately” it will be understood that the particular value forms another embodiment. The terms “about” or “approximately” in relation to a numerical value are optional and mean, for example, + / - 10%.

[0098] Unless stated otherwise, terms such as “first” and “second” are used to arbitrarily distinguish between the elements or such terms describe. Thus, these terms are not necessarily intended to indicate temporal or other prioritization of such elements. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to advantage.

[0099] As may be used herein, any reference to “one embodiment,” “an embodiment,” “some embodiments,” “one example,” “for example,” or “an example” means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. The appearance of the phrase “in some embodiments” or “one example” in various places in the specification is not necessarily all referring to the same embodiment, for example. Further, all references to one or more embodiments or examples are to be construed as non-limiting to the claims.

[0100] As used in this specification, any formulation used of the style “at least one of A, B or C”, and the formulation “at least one of A, B and C” means that those formulations comprise any and all joint and several permutations of A, B, C, that is, A alone, B alone, C alone, A and B in any order, A and C in any order, B and C in any order and A, B, C in any order. There may be more or less than three features used in such formulations.

[0101] The term “or combinations thereof” As may be used herein refers to all permutations and combinations of the listed items preceding the term. For example, “A, B, C, or combinations thereof” is intended to include at least one of: A, B, C, AB, AC, BC, or ABC, and if order is important in a particular context, also BA, CA, CB, CBA, BCA, ACB, BAC, or CAB. Continuing with this example, expressly included are combinations that contain repeats of one or more item or term, such as BB, AAA, AAB, BBC, AAABCCCC, CBBAAA, CABABB, and so forth. The skilled artisan will understand that typically there is no limit on the number of items or terms in any combination, unless otherwise apparent from the context.

[0102] As may be used herein, the term "substantially" means that the subsequently described event or circumstance completely occurs or that the subsequently described event or circumstance occurs to a great extent or degree. For example, when associated with a particular event or circumstance, the term "substantially" means that the subsequently described event or circumstance occurs at least 80% of the time, or at least 85% of the time, or at least 90% of the time, or at least 95% of the time. For example, the term "substantially adjacent" may mean that two items are 100% adjacent to one another, or that the two items are within close proximity to one another but not 100% adjacent to one another, or that a portion of one of the two items is not 100% adjacent to the other item but is within close proximity to the other item.

Claims

CLAIMS1 . A wearable impact protection airbag (1 ), the airbag (1 ) comprising a pair of superimposed and interconnected layers (8, 9) defining therebetween an inflatable volume (11) for receipt of inflating gas, the airbag (1 ) being configured to be worn about a body part of a user (2) and further comprising: a first actuation arrangement (12a) operable to inflate the airbag (1) to a first inflated condition to provide impact protection to the user (2); and a second actuation arrangement (12b) operable to inflate the airbag (1) to a second inflated condition to provide different impact protection to the user (2).

2. The wearable impact protection airbag (1) according to claim 1 , wherein the first actuation arrangement (12a) is operable to inflate the airbag (1) to the first inflated condition having a first peak inflation pressure in the airbag (1), and the second actuation arrangement (12b) is operable to inflate the airbag (1) to the second inflated condition with a second peak inflation pressure in the airbag (1), the second peak inflation pressure being different to the first peak inflation pressure.

3. The wearable impact protection airbag (1) according to claim 2 wherein the second peak inflation pressure is greater than the first peak inflation pressure.

4. The wearable impact protection airbag (1) according to claim 2 or claim 3 wherein the first peak inflation pressure is between about 20 kPa and about 100 kPa, and the second peak inflation pressure is between about 70 kPa and about 200 kPa.

5. The wearable impact protection airbag (1) according to any one of the preceding claims wherein the first actuation arrangement (12a) is configured to provide and maintain a sustained inflation pressure within the airbag (1) in the first inflated condition to provide impact protection the user (2) throughout a period of wear by the user (2).

6. The wearable impact protection airbag (1) according to any one of the preceding claims wherein the first actuation arrangement (12a) is selectively operable to deflate and inflate the airbag (1) between an uninflated condition and the first inflated condition.

7. The wearable impact protection airbag (1) according to any one of the preceding claims wherein the second actuation arrangement (12b) is operable to inflate the airbag (1) to the second inflated condition from the first inflated condition.

8. The wearable impact protection airbag (1 ) according to claim 7 wherein the first actuation arrangement (12a) is operable to inflate the airbag (1 ) from an uninflated condition to the first inflated condition in a first inflation period, and the second actuation arrangement (12b) is operable to inflate the airbag (1 ) from the first inflated condition to the second inflated condition in a second inflation period, the second inflation period being shorter than the first inflation period.

9. The wearable impact protection airbag (1 ) according to any one of the preceding claims wherein the first actuation arrangement (12a) comprises a pump (45) or a compressor (22).

10. The wearable impact protection airbag (1 ) according to any one of the preceding claims wherein the second actuation arrangement (12b) comprises a gas generator, a pyrotechnic inflator, or a stored gas inflator.11 . The wearable impact protection airbag (1 ) according to any one of the preceding claims wherein the first actuation arrangement (12a) and / or the second actuation arrangement (12b) are integrally formed with the wearable impact protection airbag (1 )-12. The wearable impact protection airbag (1 ) according to any one of the preceding claims comprising a non-inflatable rigid or resiliently deformable impact protection panel (20) configured to support the first actuation arrangement (12a) and / or the second actuation arrangement (12b).

13. The wearable impact protection airbag (1 ) according to any one of the preceding claims wherein the airbag (1 ) is configured to be worn about the torso (3) of a user (2).

14. The wearable impact protection airbag (1 ) according to claim 13 wherein the inflatable volume (11 ) comprises at least two fluidly interconnected inflatable chambers (13, 14), one of said chambers (14) being arranged to define a front inflatable panel (16) of the airbag (1 ) configured to cover a front region of a user’s torso (3) in use, and another of said chambers (13) being arranged to define a back inflatable panel (15) of the airbag (1 ) configured to cover a back region of a user’s torso (3) in use.

15. The wearable impact protection airbag (1 ) according to any one of the preceding claims provided in the form of, or as part of, a harness, a vest, or a jacket.

Images