AU2022209313A1 - Top tether dampener - Google Patents

Abstract

A vehicular child restraint configurable in at least a forward facing orientation, including: a seat shell, having a back portion with side wings and a seating portion, defining a child seating area; and a top tether strap configured to extend from a vehicular anchor point to an upper area of the back portion of the child restraint and to at least one connection at the seat shell; at least one crushable element securely abutting the seat shell; and wherein the top tether strap path is configured to guide the top tether strap at least partially around the crushable element; wherein, upon a vehicle impact, the forces applied to the top tether strap results in the crushable element being compressed and absorbing at least a portion of the impact to reduce the peak load on the top tether strap. 1004019546 1/11 10 16 32 32 24 18 14 26 22 28 20 Figure 1

Description

1/11

10

16

32 32

24

18 14

26

22 28

20

Figure 1

Top tether dampener

Field of the invention

[0001] The present invention relates to vehicular child restraints that utilise a top tether strap.

Background of the invention

[0002] Child restraints for use in vehicles, also called child car seats, are required by law in many jurisdictions for any children ages 0 to 8 years whilst travelling in a vehicle. Several different configurations of child restraint are available for use depending on the age and size of child. Typically, younger children are required to be seated in a child restraint that faces towards the rear of the vehicle. Once the child has reached a suitable age and size they can be seated in a child restraint that faces forwards.

[0003] Manufacturers provide combination child restraints that can be configured for use in rearward and forward facing configurations. This allows a single child restraint to be used across a wider range of child age and size. Therefore, combination child restraints are desirable to consumers as they remove the need for multiple restraint purchases and provide a longer product lifespan.

[0004] Forward facing configurations of a combination child restraint may be used as a 'booster seat' and utilise the car seat belt to secure older children in the restraint. Alternatively, the harness of the child restraint may be used to secure older children. Use of the harness is required for smaller children who cannot comfortably or safely use the vehicle seat belt.

[0005] A combination child restraint will often include: a seat shell with a seat portion and a backrest portion, sidewalls, a base portion connected to the seat shell. The sidewalls extend from the seat portion and the backrest portion to provide protection to the child in the event of a side impact on the vehicle. The inner surface of the seat shell is lined with fabric covered cushioning and contains the harness configured to hold the child snugly within the seat shell.

[0006] The base portion is securely connected to the seat shell. The connection may be adjustable to allow for different angles of inclination of the seat shell. Alternatively, the base portion may be integrally connected with the seat shell and nonadjustable. The base portion also contains pathways for tethers to pass through or over the base portion from one side of the base portion to the other to hold the base portion in position on the seat portion of the vehicle seat. This tether may either be the vehicle seatbelt or an ISOFIX strap that fixes into anchor points in the vehicle seat bight.

[0007] Under Australian standards, a top tether point is required between an upper portion of the child restraint and a top anchor point associated with the vehicle. This top tether is mandatory for all child restraints weighing over 2kg and must be permanently attached to the child restraint. The top tether anchor point associated with the vehicle is located towards the rear of the vehicle and behind the backrest portion of the vehicle seat, typically on the parcel shelf or on a rear surface of the backrest of the vehicle seat. The top tether strap is located around an area on the exterior surface of the backrest of the child restraint and must conform to a minimum height requirement. Typically, the child restraint will have two tether connection points towards either side of the upper backrest area of the child restraint and then converge to a single tether strap that attaches to the anchor point.

[0008] In the event of a front-on crash, a child restraint will tend to move forward and, as the base portion is secured to the vehicle seat, this will result in a forward rotation of the back portion. This motion will exert a force on the top tether which will be transferred to the top anchor point of the vehicle.

[0009] In a forward facing configuration, combination child restraints which can accommodate a child aged up to 8 years old restrained using the harness must comply with addition requirements of Australian standards. Namely, the vehicle anchor point of the top tether must not be subjected to a force greater than 7kN under the required test conditions. Therefore, a manufacturer of child restraints must design a product where the top tether does not exert more than 7kN to the top anchor point.

[0010] This design limitation is a significant challenge for manufacturers seeking to provide a child restraint with a forward facing configuration that utilises a harness for larger children (which may be up to 32 kgs). A currently used design technique is to increase the height of the back portion of the child restraint. This will increase the distance between where the top tether exerts force on the back portion of the restraint

2 and the point of rotation. This will decrease the force of the reactive moment in response to the rotation of the child restraint.

[0011] This design technique however will cause a combination restraint to have a high back portion that makes it difficult to install, especially in a rearward facing, inclined position as the long back portion will interfere with the front vehicle seat. In some instances, due to this interference, it will be impossible to achieve the correct inclination of the restraint for optimal safety of the child.

[0012] It is therefore an object of the present invention to provide an alternative and/or additional arrangement.

[0013] Reference to any prior art in the specification is not an acknowledgment or suggestion that this prior art forms part of the common general knowledge in any jurisdiction or that this prior art could reasonably be expected to be understood, regarded as relevant, and/or combined with other pieces of prior art by a skilled person in the art.

Summary of the invention

[0014] According to a first aspect, the present invention provides a vehicular child restraint configurable in at least a forward facing orientation, including:

a seat shell, having a back portion with side wings and a seating portion, defining a child seating area; and

a top tether strap configured to extend from a vehicular anchor point to an upper area of the back portion of the child restraint and to at least one connection at the seat shell;

at least one crushable element securely abutting the seat shell; and

wherein the top tether strap path is configured to guide the top tether strap at least partially around the crushable element;

3 wherein, upon a vehicle impact, the forces applied to the top tether strap results in the crushable element being compressed and absorbing at least a portion of the impact to reduce the peak load on the top tether strap.

[0015] The child restraint may be a combination child restraint configurable to forward facing and rearward facing positions. Alternatively, the child restraint may be limited to a forward facing configuration. The seat portion of the child restraint may be configured to recline relative to a base portion. Alternatively, the seat portion and base portion may be integrally connected and at a fixed configuration.

[0016] The top tether may diverge from the anchor point into two top tether straps before extending to the upper area of the back portion and to the at least one connection at the seat shell. Each of the top tether straps may have an associated crushable element.

[0017] After extending to an upper area of the back portion of the child restraint, the top tether may further re-converge to be a single tether before the at least one connection at the seat shell and may have one associated crushable element.

[0018] The two top tether straps may be passed through apertures in the seat shell to increase the length of the top tether straps. The apertures may be located in the side wings of the seat shell. The apertures may be further configured to cause the side wings to flex outwardly from the seating area during a vehicle impact.

[0019] The crushable element is preferably made from expanded polystyrene (EPS) or expanded polypropylene (EPP) foam. Alternatively, the crushable element may be made from any other suitable crushable material.

[0020] The crushable element is preferably located on an internal surface of the seat shell, and may be housed in a recess in the back portion. Alternatively, the crushable element may be located in the seating portion.

[0021] In one embodiment, the top tether strap may be guided at least partially around the crushable element by a path guiding element. The path guiding element being configured to prevent force exerting on the crushable element during standard operational use.

4

[0022] In another embodiment, the top tether strap may include a primary tether portion and a secondary tether portion connected to the primary tether portion. The strap path may be configured so that the secondary tether portion of the top tether strap is guided at least partially around the crushable element to a secondary connection point. Alternatively, the primary tether portion may be guided at least partially around the crushable element to a secondary connection point.

[0023] The top tether strap may have an initial configuration with a first associated tethering length and a second configuration with second associated tethering length. The second associated tethering length being longer than the first associated tethering length. Therefore, the length of top tether strap able to extend outside the seat shell for the second associated path is longer than for the first associated path. The initial configuration corresponding to standard operational use and the second configuration corresponding to during vehicle impact.

[0024] The top tether strap may include a seat shell initial connection point corresponding to the initial configuration and first associated tethering length. The primary or secondary tether portion that is not guided around the crushable element is connected to the initial connection point. The secondary connection point may connect the primary, or secondary, tether portion relative to the seat shell and corresponds to the second configuration and second associated tethering length.

[0025] The initial connection point may be configured to fail during a vehicular impact causing the top tether strap to transition from the initial configuration to the second configuration, and further causing the top tether strap to impart force on the crushable element via contact between the crushable element and the portion of top tether strap guided at least partially around the crushable element.

[0026] In one embodiment, the initial connection point is a rivet, scrivet or similar fastener near or adjacent the end of the top tether strap, whereby during vehicular impact the top tether strap tears as pulled against the fastener. The length of strap past the scrivet may be variable to provide different dampening rates.

5

[0027] The initial connection point takes the load of the top tether strap during standard operational use, to prevent forces from being exerted on the crushable element.

[0028] As used herein, except where the context requires otherwise, the term "comprise" and variations of the term, such as "comprising", "comprises" and "comprised", are not intended to exclude further additives, components, integers or steps.

[0029] Further aspects of the present invention and further embodiments of the aspects described in the preceding paragraphs will become apparent from the following description, given by way of example and with reference to the accompanying drawings.

Brief description of the drawings

[0030] Figure 1 is a perspective view of a child restraint according to an embodiment of the present invention;

[0031] Figure 2 shows a rear view of the child restraint;

[0032] Figure 3 is a side view of a side wing of the child restraint;

[0033] Figure 4 depicts the crushable element covered by the top tether and located in the seat shell of the child restraint;

[0034] Figure 5 is a cross sectional view of Figure 4;

[0035] Figure 6 is a further cross sectional view of Figure 5 but without the top tether strap;

[0036] Figure 7a is a further cross sectional view depicting another embodiment of the invention with the top tether strap in the initial configuration;

[0037] Figure 7b shows the embodiment of Figure 7a with the top tether strap in the second configuration;

[0038] Figure 8 is a further cross sectional view similar to Figure 7, whereby the secondary tether portion is narrower;

6

[0039] Figure 9 is a graph of tether load test results for a non-dampened child restraint; and

[0040] Figure 10 is a graph of tether load test results for a dampened child restraint according to one embodiment of the invention.

Detailed description of the embodiments

[0041] A combination child restraint 10 for use in a vehicle is depicted in Figure 1 in a forward facing configuration. This child restraint 10 may also be used in a rearward facing configuration and is an A/G type restraint that may be used for children aged 0 months to 8 years. The child restraint 10 includes a base portion 12, seat shell 14 and a headrest 16. The base portion 12 is securely connected to the seat shell 14 via a mechanism that allows the inclination of the seat shell 14 to be adjusted with respect to the base portion 12. The headrest 16 has a mechanism for adjusting the headrest 16 height and may also be removable from the seat shell 14.

[0042] The seat shell 14 has a back portion 18 and a seat portion 20 which define a seating area 22 for a child. Upper side wings 24 extend away from the back portion 18 and lower side wings extend 26 upwardly from the seat portion 20 to partially encapsulate the seating area 22. Fabric covered cushioning (not shown) can be placed inside the seating area 22 to provide comfort and protection to the occupant. An infant insert can also be used that makes the seating area 22 smaller to securely contain an infant.

[0043] The seat shell 14 and base portion 12 are preferably injection moulded in a suitably rigid plastic. Injection moulding is preferred as it results in a thinner, lighter, and more precise casting that can also be more flexible and therefore dissipate more energy. Blow moulded designs may also be used however these tend to have a thicker shell wall and are hence stiffer and dissipate less energy than injection moulded child restraints.

[0044] A harness (not shown) is used to hold the child in the child restraint 10. This harness is a 5 point harness so that it secures the child to the seat shell above each shoulder, on each side of their hips, and between the legs. The harness is used in both the forward facing and the rearward facing configuration. In an alternative embodiment

7 of a type A/B/E or B/E restraint, in the forward facing configuration, once the child is over a certain height and/or age, the vehicle seat belt associated with the vehicle seat may be used instead of the harness to secure the child in the child restraint.

[0045] Means of securing a combination child restraint to a rear vehicle seat in a forward facing and a rearward facing configuration are well-known in the art.

[0046] In a forward facing configuration, a lower tether strap (not shown) is passed through apertures 28 in the seat shell 14 or the base portion 12 to hold the base portion 12 in contact with the base of the vehicle seat. The lower tether strap can be a length of webbing configured to attach to the Isofix anchor points in the seat bight of the vehicle. Alternatively, a vehicle safety belt can be used as the lower tether strap. A rear face 30 of the back portion 18 of the seat shell 14 (see Figure 2) is in contact with a backrest of a vehicle seat. A top tether strap 32 runs between an upper area 34 of the back portion 18 and a top tether anchor point of the vehicle. The top tether anchor point is usually located towards the rear of the vehicle on the parcel shelf of sedans or behind the rear vehicle seat on vehicles with cargo areas such as wagons, vans and four wheel drives.

[0047] When securing a combination child restraint 10 in a rearward facing configuration the seat shell 14 is typically inclined such that the child is in a more reclined position. The base portion 12 is secured to the vehicle seat in a similar manner as described above. However, the back portion 18 is not in contact with the backrest of the rear vehicle seat and is instead adjacent to a front passenger seat of the vehicle. Similarly to a forward facing configuration, the top tether strap 32 runs between an upper area 34 of the back portion 18 of the seat shell 14 and a top tether anchor point of the vehicle. In this case, the top tether strap 32 extends over the seating area 22.

[0048] In the forward facing configuration the top tether strap 32 runs from the vehicle anchor point to an upper area 34 of the back portion 18 of the seat shell 14. As can be seen in Figure 2, the top tether strap 32 diverges from an anchor point connection fitting 36 towards the upper side wings 24 adjacent the back portion 18. Referring to Figure 3, each path of the top tether strap 32 is configured to pass through two apertures 38 on each of the upper side wings 24 before passing through further apertures 40 towards the back portion 18. Each top tether strap 32 path then runs down the inside 42 (Figure

8

4) of the back portion 18 before connecting relative to the seat shell 14, as shown in Figure 1. This path routing increases the overall length of the top tether strap 32.

[0049] Increasing of the length of the top tether strap 32 introduces more elongation into the top tether which reduces the peak force translated to the anchor point of the vehicle. It will also be appreciated that any other path routing that increases the length of the top tether strap 32 would also have this affect.

[0050] Furthermore, this configuration of routing the top tether strap 32 paths through the apertures 38 in the upper side wings 24 allows some of the impact energy experienced during a vehicle accident to be transferred to the seat shell 14. The configuration as shown in Figures 2 and 3 causes the upper side wings 24 to flex outwardly from the seating area 22 and utilise the properties of the seat shell material to reduce the peak load on the top tether strap anchor point.

[0051] The child restraint 10 of the present invention is further configured to reduce peak force translated to the anchor point as described in the following exemplary embodiments.

[0052] In one exemplary embodiment relating to a forward facing configuration, the two paths of the top tether strap 32, after threading through apertures 40 to the inside 42 of the seat shell, run over a crushable element 44 and over a path guiding element 46 to then pass underneath the crushable element 44, as shown in Figures 4 and 5. The crushable element 44 and the path guiding element 46 are clearly visible without the top tether strap 32 in Figure 6. The end of the top tether strap 32 extends through a lower aperture 58 in the back portion 18 and is looped around a load restraint 48 (see Figure 5). The load restraint 48 is a 3 bar slide located on the rear surface of the back portion 18 of the seat shell and connects the top tether strap 32 relative to the seat shell.

[0053] The crushable elements 44 sit within respective recesses in the inside face 42 of the back portion 18. The recesses are of substantially similar dimensions to the crushable elements 44 so that the crushable elements fit within the recesses and are held in place via friction fit. When combined with the path guiding element 46 and top tether strap 32, the crushable element 44 is held securely inside the recess. The friction

9 fit between the crushable element 44 and the seat shell 14 must not substantially interfere with the compression of the crushable element 44. However, it may be desirable to utilise a crushable element 44 and recess of substantially different dimensions and to secure the crushable element 44 to the seat shell 14 using an adhesive.

[0054] Referring to Figure 6, the crushable element 44 is preferably made of expanded polystyrene (EPS) foam and is a truncated wedge shape. It may optionally be made of expanded polypropylene (EPP) foam. However, it will be appreciated that any suitable crushable material may be used. The term crushable is intended to cover permanent deformation, collapse of material or fracturing, i.e. a non-resilient material that maintains its structure until a defined load is applied at which point it crushes. The crushable element 44 has four elongated side faces, a first rectangular end face 52 and a second rectangular end face 54. One of the elongated side faces is partially drafted from the first end face 52 towards the second end face 54 to form a drafted face 56. Therefore, the first end face 52 has a larger surface area than the second end face 54. The second end face 54 and drafted face 56 abut the seat shell 14. The first end face 52 and the elongate face 50 opposite the drafted face 56 engage the path guiding element 46. The path guiding element 46 guides the top tether strap 32 around the elongate face 50 (that is opposite the drafted face 56) and the first end face 52. A channel 60 is cut into the elongate face 50, parallel to the first end face 52, to engage with a protrusion 62 of the path guiding element 46. The channel 60 and protrusion 62 engage to locate the path guiding element 46 on the crushable element 44 in the correct location and orientation. The path guiding element 46 is fixed to the crushable element 44 using an adhesive and the friction fit between the channel 60 and the protrusion 62.

[0055] The path guiding element 46 is preferably provided, in part, to prevent frictional wear of the top tether strap 32 on the crushable element 44 caused by movement of the top tether strap 32 due to vehicular vibration and movement of the child restraint 10 in use. Over time, this frictional wear may abrade the crushable element 44 and reduce the impact absorption of the crushable element 44 in the event of a vehicular impact.

10

[0056] As previously described, the path guiding element 46 is fixed to the crushable element 44 using adhesive and friction fit between the channel 60 and protrusion 62. The path guiding element 46 acts as a protective cap for the surface of the crushable element 44. Hence, the area of the crushable element 44 adjacent to the path guiding element 46 cannot deform as readily as if the top tether strap 32 acted directly on this area of the crushable element 44. This is preferable as it aides in reducing deformation of the crushable element 44 during normal operation when the low forces act on the top tether strap 32.

[0057] This is additionally preferable as it aids performance of the crushable element 44 during a vehicle accident as the rigid path guiding element evenly transfers the force of the top tether strap 32 into the body of the crushable element 44 rather than deforming the crushable element 44 in a localised area.

[0058] The path guiding element 46 is preferably made of a plastic which has sufficient rigidity to remain undeformed when transferring force from the top tether strap 32 to the crushable element 44 and so that the top tether strap 32 does not inadvertently deform or cause frictional wear on the crushable element 44 during normal use of the child restraint 10.

[0059] The deformation of the crushable element 44 reduces the force exerted on the vehicle anchor point by increasing the time over which an impulse is applied to arrest the forward momentum and rotation of the child restraint 10. The force reduction offered by the present invention means it is possible to reduce reliance on the previous design technique of a higher back rest and achieve a more compact combination child restraint 10.

[0060] Another exemplary embodiment is shown in Figure 7 and also relates to a forward facing configuration. The two paths of the top tether straps 32 include secondary tether portions 64 connected to, generally to the rear of, the primary tether portion 65. The top tether strap 32 paths are configured so that the secondary tether portion 64 of the top tether strap 32 is guided partially around a crushable element 44 and is secured with a 3-bar slide 48 relative to the seat shell 14 similar to the previous embodiment. The primary tether portion 65 is secured towards its end 69 to an initial connection point 66.

11

[0061] The top tether strap 32 has an initial configuration with a first tethering length and a second configuration with a second tethering length. The second length is longer than the first tethering length.

[0062] When the primary tether portion 65 is connected to the initial connection point 66 it corresponds to the initial configuration and the length of the top tether strap available outside the seat shell is limited and creates the first tethering length. The top tether strap includes a secondary connection point connecting the secondary tether portion 64 to the seat shell and when the initial connection point is compromised the secondary connection point bears the load and this corresponds to the second configuration and a second tethering length.

[0063] It will be appreciated that in an alternate embodiment not illustrated, the primary tether portion 65 may be guided partially around the crushable element 44 and be secured with the 3-bar slide 48. In this case, the secondary tether portion would connect to the front of the primary tether portion and extend downwards to the initial connection point 66.

[0064] The initial configuration shown in Figure 7a is the default configuration during normal use of the child restraint. The initial connection 66 ensures the top tether strap 32 does not inadvertently deform the crushable element 44 during normal use of the child restraint. A path guiding element as described in the previous embodiment may be included to assist with distributing force into the crushable element 44, however, it is not required. The child restraint will only engage the second configuration in the event of a substantial vehicular accident which the initial connection point is compromised.

[0065] The end of the primary tether portion 69 or the initial connection point 66 is configured to fail during a vehicular accident when the top tether strap 32 experiences a force greater than about 1 kN. Alternatively, the top tether strap 32 or initial connection point 66 can be configured to fail at higher forces which would allow for more impact energy to be dissipated. The failure of the primary tether portion 65 or the initial connection point 66 causes the top tether strap 32 to transition from the initial configuration to the second configuration, as shown in Figure 7b. When the second configuration is engaged, the top tether strap 32 will impart force on the crushable element 44 via contact between the crushable element 44 and the secondary tether

12 portion 64. The transition between first and second configurations is not reversible and the child restraint cannot be reused safely after engaging the second configuration. The initial connection point 66 is preferably a scrivet but may also be any other conventional fastener such as a rivet or screw. Under the required force, the end 69 of the tether strap will rip over the scrivet 66 to release the connection. The distance from the end 69 to the connection point 66 may be varied. Alternatively, the initial connection point 66 may take the form of a frangible member such as a frangible 3 bar slide or a frangible member integral with the seat shell 14.

[0066] The secondary tether portion 64 of the top tether strap 32 is preferably a length of webbing and connected to the rest of the top tether strap 32 via stitching 68. Alternatively, the connection may be achieved via adhesives, rivets, clamps, or buckles. This connection is not intended to fail under load. As shown in Figure 7b, when the initial connection point fails, load is transferred to the secondary tether portion 64 and the crushable element 44 collapses under the load.

[0067] The secondary tether portion 64 may be similar in width, thickness and/or elasticity to the top tether strap 32 or may be of a different thickness, width, and/or elasticity. For example, as shown in Figure 8, the secondary tether portion 64a may be a length of webbing about 25mm wide and the top tether strap 32 may be a length of webbing about 32mm wide, whereby the secondary tether portion is of higher elasticity to the primary tether portion 65. This provides flexibility in configuring the system for application in different child restraints to provide the desired force reduction.

[0068] During a vehicular accident, a complete tearing of the top tether strap 32 below the stitching 68 or fracturing of the initial connection point 66 may occur. In either instance, the second configuration will provide a transition of the full force through the top tether strap 32 to the secondary tether portion 64 and crushable element 44. This second configuration results in a maximum change in tethering length of the top tether strap 32 available as no direct connection between the primary tether portion 65 and the seat shell 14 remains, instead the top tether strap 32 is connected to the seat shell 14 via the secondary tether portion 64.

[0069] Additionally, during a vehicular accident, a partial tearing of the top tether strap 32 below the stitching 68 may occur. In this instance, the second configuration is a

13 partial transition of force from the top tether strap 32 to the secondary tether portion 64 resulting in a configuration in which the force through top tether strap 32 is directed to the initial connection point 66 and through the secondary tether portion 64 to the secondary connection point and the crushable element 44. This second configuration results in a change in tethering length of the top tether strap 32 available that is less than the change in tethering length produced by a complete tearing of the top tether strap 32 or a fracturing of the initial connection point 66.

[0070] Figure 9 illustrates a tether load test result, whereby no additional top tether dampening is used and the top tether connects to the seat shell without a crushable element. The test uses a 10 year old test dummy, equivalent to 32kg and vehicle velocity of 46.5 km/h at impact. A can be seen from the graph, the load reaches 9.7 kN. Compare this to Figure 10, which illustrates a tether load test result, whereby a top tether dampening method similar to that shown in the embodiment of Figure 7 is used, whereby a dampening effect is experienced at 3 kN when the initial connection point fails and the maximum load only reaches 6.9 kN (an equivalent 32kg test dummy being used and a vehicle velocity of 46.1km/h at impact). As in the previous embodiment, the deformation of the crushable element 44 reduces the force exerted on the vehicle anchor point by increasing the time over which an impulse is applied to arrest the forward momentum and rotation of the child restraint. Furthermore, the increase in tethering length of the top tether strap 32 available in the second configuration further reduces the forces on the anchor point by increasing the elongation of the top tether strap 32 in a similar manner discussed above in relation to the top tether strap 32 routing through the side wings 24.

[0071] It will be appreciated by those skilled in the art that the top tether strap 32 of the above exemplary embodiments may be configured, so that after passing through the apertures 38 in the side wings 24, the top tether strap 32 re-converges into a single top tether strap 32 with a single crushable element 44 configured similarly to that described in either of the above exemplary embodiments.

[0072] Although the exemplary embodiments described above relate to a forward facing configuration, persons skilled in the art will appreciate that the invention may also be beneficial in a rearward facing configuration.

14

[0073] It will be understood that the invention disclosed and defined in this specification extends to all alternative combinations of two or more of the individual features mentioned or evident from the text or drawings. All of these different combinations constitute various alternative aspects of the invention.

15

Claims (21)

1. A vehicular child restraint configurable in at least a forward facing orientation, including:

a seat shell, having a back portion with side wings and a seating portion, defining a child seating area; and

a top tether strap configured to extend from a vehicular anchor point to an upper area of the back portion of the child restraint and to at least one connection at the seat shell;

at least one crushable element securely abutting the seat shell; and

wherein the top tether strap path is configured to guide the top tether strap at least partially around the crushable element;

wherein, upon a vehicle impact, the forces applied to the top tether strap results in the crushable element being compressed and absorbing at least a portion of the impact to reduce the peak load on the top tether strap.

2. The vehicular child restraint of claim 1 wherein the top tether strap includes a secondary tether portion connected to the top tether strap.

3. The vehicular child restraint of claim 2 wherein the top tether strap is configured so that the secondary tether portion of the top tether strap is guided at least partially around the crushable element.

4. The vehicular child restraint of claim 2 wherein the top tether strap is configured so that a primary tether portion is guided at least partially around the crushable element and the secondary tether portion connects to the seat shell.

5. The vehicular child restraint of any one of claims 1-4 wherein the top tether strap has an initial configuration with a first associated tethering length and a second configuration with second associated tethering length, and wherein

16 the second associated tethering length is longer than the first associated tethering length.

6. The vehicular child restraint of claim 4 or 5 wherein the top tether strap includes an initial seat shell connection point corresponding to the initial configuration, and a secondary connection point connecting the secondary tether portion relative to the seat shell.

7. The vehicular child restraint of claim 6 wherein the initial connection point is configured to fail during a vehicular impact causing the top tether to transition from the initial configuration to the second configuration, thereby causing the top tether to impart force on the crushable element via contact between the crushable element and the secondary tether portion.

8. The vehicular child restraint of claim 7 wherein in the second configuration the load of the top tether strap runs through the secondary tether portion to the secondary connection point.

9. The vehicular child restraint of claim 6, 7 or 8 wherein the initial connection point prevents force being exerted on the crushable element during standard operational use.

10. The vehicular child restraint of any one of the preceding claims wherein the top tether strap is guided at least partially around the crushable element by a path guiding element disposed between the top tether strap and the crushable element.

11. The vehicular child restraint of claim 10 wherein the path guiding element is configured to prevent force exerting on the crushable element during standard operational use.

12. The vehicular child restraint of any one of the preceding claims wherein the seat portion and a base portion are integrally connected and at a fixed configuration.

13. The vehicular child restraint of any one of the preceding claims wherein the top tether diverges from the anchor point into two top tether straps before 17 extending to the upper area of the back portion and to at least one connection at the seat shell.

14. The vehicular child restraint of claim 13 wherein each of the top tether straps has an associated crushable element.

15. The vehicular child restraint of claim 13 or claim 14 wherein after extending to an upper area of the back portion of the child restraint, the top tether further re-converges to be a single tether before at least one connection at the seat shell.

16. The vehicular child restraint of any one of the preceding claims wherein the top tether strap passes through at least one aperture in the seat shell.

17. The vehicular child restraint of claim 16 wherein the at least one aperture is located in the side wings of the seat shell and configured to cause the side wings to flex outwardly from the seating area during a vehicle impact.

18. The vehicular child restraint of any one of the preceding claims wherein the crushable element is made from expanded polystyrene foam or expanded polypropylene foam.

19. The vehicular child restraint of any one of the preceding claims wherein the crushable element is located on an internal surface of the seat shell.

20. The vehicular child restraint of claim 19 wherein the internal surface is located on the back portion of the seat shell.

21. The vehicular child restraint of claim 19 wherein the internal surface is located on the seating portion of the seat shell.

18