EP2391523A2 - Support pour un passager de vehicule - Google Patents

Support pour un passager de vehicule

Info

Publication number
EP2391523A2
EP2391523A2 EP10705664A EP10705664A EP2391523A2 EP 2391523 A2 EP2391523 A2 EP 2391523A2 EP 10705664 A EP10705664 A EP 10705664A EP 10705664 A EP10705664 A EP 10705664A EP 2391523 A2 EP2391523 A2 EP 2391523A2
Authority
EP
European Patent Office
Prior art keywords
crs
attached
occupant
headrest
child
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP10705664A
Other languages
German (de)
English (en)
Inventor
Arjuna Indraeswaran Rajasingham
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
RAJASINGHAM, ARJUNA, INDRAESWARAN
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2391523A2 publication Critical patent/EP2391523A2/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2803—Adaptations for seat belts
    • B60N2/2806—Adaptations for seat belts for securing the child seat to the vehicle
    • B60N2/2809—Adaptations for seat belts for securing the child seat to the vehicle with additional tether connected to the top of the child seat and passing above the top of the back-rest
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2803—Adaptations for seat belts
    • B60N2/2812—Adaptations for seat belts for securing the child to the child seat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2821—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle having a seat and a base part
    • B60N2/2824—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle having a seat and a base part part of the base being supported by the vehicle frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/283—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle suspended
    • B60N2/2833—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle suspended back-rest suspended
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2851—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle provided with head-rests
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2857—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle characterised by the peculiar orientation of the child
    • B60N2/286—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle characterised by the peculiar orientation of the child forward facing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2869—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle rotatable about a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2875—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle inclinable, as a whole or partially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2884—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle with protection systems against abnormal g-forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/80—Head-rests
    • B60N2/806—Head-rests movable or adjustable
    • B60N2/809—Head-rests movable or adjustable vertically slidable
    • B60N2/812—Head-rests movable or adjustable vertically slidable characterised by their locking devices
    • B60N2/821—Head-rests movable or adjustable vertically slidable characterised by their locking devices with continuous positioning
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/0601—Arrangement of seats for non-standard seating layouts, e.g. seats staggered horizontally or vertically, arranged in an angled or fishbone layout, or facing in other directions than the direction of flight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/0612—Arrangements of seats, or adaptations or details specially adapted for aircraft seats specially adapted for children
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/0619—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with energy absorbing means specially adapted for mitigating impact loads for passenger seats, e.g. at a crash
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/062—Belts or other passenger restraint means for passenger seats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/062—Belts or other passenger restraint means for passenger seats
    • B64D11/06205—Arrangements of airbags
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/0639—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with features for adjustment or converting of seats
    • B64D11/0641—Seats convertible into beds

Definitions

  • the present invention provides a new structure and passenger transport paradigm for accommodating passengers in a vehicle with particular attention paid to safety, utility and provides new features for utility
  • Figs 1-1 to 1-11 show a vanation of embodiments disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference It has a side mounted leg rest
  • Fig 1-12, 1-16 shows embodiments of a WorkMate
  • Fig 1-13 shows an enhanced shock stnp for the child seat support as disclosed in PCT application filed Jan 21 , 2009
  • This modified structure reduces distortion of the sections that are attached to the inner shell of the seat and the outer frame of shell
  • Fig 1-14 This has in addition the extensions to the upper end of the seat for further support
  • Fig 1-15 shows a vanation of Fig 1-13 where the edges of the curved section are modified to change the twist and bend parameters of the Shock Stnp
  • Fig 2-1 to2-10 show another form of Bunge Sling that is made up of concent ⁇ c spnng dampers
  • the type of Bunge sling may have a va ⁇ able resistance
  • Fig shows three concent ⁇ c spnng dampers However there is no limit on the number except for the space for installation With more spnng dampers there are more options to tune the arrangement for a different load characte ⁇ stics
  • Each of the spnng dampers may have a single helix as in a coil spnng but may also be a double helix or even a multi-helix for greater stability of the end ⁇ ngs and the connection points to the stretching spnng damper coils
  • the taper of the spnng dampers will lower the possibility of slight lateral movements affecting the stretching of inner coils relative to non-stretching (and unselected) outer coils the dial handle is attached to
  • Fig 2-1 shows three orthogonal views
  • Fig 2-2 shows an exploded view the monotonically decreasing arc lengths of the spnng dampers are designed to allow the lock flange to lock 1 , 2, or all 3 of the flanges
  • Fig 2-3 shows a cross section of a double -helix structure with 3 spnng dampers It also shows the retention of the lock nng with the support ⁇ ng and the nested spnng dampers attached thereto
  • the support ⁇ ng may be fab ⁇ cated in two parts to be then assembled over the Lock ⁇ ng If inner rear flanges are used between the lock nng and the support ⁇ ng as shown the retaining section over the inner flange of the lock ⁇ ng may be a separate part that is ⁇ veted on with the remaining body of the support flange This can of course be done for the retaining sections of the outer and inner rear flanges that hold down the lock ⁇ ng
  • Fig 2-4 shows an isomet ⁇ c view of the Dialed resistance Bunge Sling arrangement
  • Fig 2-5, 5A show a double helix embodiment of a single spnng damper element
  • Fig 2-6 shows a single helix embodiment of a single spnng damper element
  • Fig 2-7 shows a quad-helix embodiment of a spnng damper for a single spnng damper element This figure also shows two pairs of flanges multiple pairs of flanges may be used but must correspond to the flanges of the lock flange
  • Fig 2-8 shows an embodiment of the Dial resistance bunge sling arrangement, attached (laterally slid ably and engaging for front impact, or fixed) to the inner shell on the inner side and at the back with the support nng to the safety cage or outer shell
  • the outer end in some embodiments may also be directly mounted on the seat support structure
  • Fig 2-9 shows an exploded view of the parts of the assembly - in this case using the inner shell with a shock stnp which is attached to the bunge arrangement that is in turn attached to the outer shell or the safety cage
  • Fig 2-10 shows the detail (Bunge slot exploded away for clanty) of one possible embodiment of the detachably attached bunge slot that attached to the bunge pin that is firmly attached to the spnng dampers
  • the bunge pin sits inside the bunge slot but not inside the depression
  • the pin slides out of the slot
  • the pin stays in the slot and further may embed into the depression for further stability
  • Some embodiments may have the Pin head spnng loaded away from the depression to minimize the chances of the slot impeding the lateral motion of the pin du ⁇ ng vibration etc that may displace the pin slightly
  • Figs 2-11to 2-14 show the shock stnp in some embodiments of the child seat
  • the lower flange is attached to the safety cage or outer shell or frame the inner contour of the stnp hugs the inner shell and the side arms go around it
  • the embodiments may or may not have the Bunge sling arrangements
  • Fig 2-11 shows a side impact condition
  • Fig 2-12 shows a front impact condition with a looped front edge
  • Fig 2-13 shows a front impact with a simple front "hair pin” bend
  • Fig 2-14 shows another looped front end for a front impact
  • Fig 3-1 to3-8 show different parts of a Child support mechanism or child seat for a vehicle
  • Fig 3-1 shows the Side wings of a head rest that are contoured, with the arrangement for sliding the headrest up and down and the slots for the harness on the headrest
  • the Bunge sling arrangement (round form) may also be seen between the inner and outer shells
  • Fig 3-2 shows an exploded view with the flanges for support of the headrest and the harness and also the parts of the dial controlled bunge sling Figs 3-3to 3-8 sho ⁇ details of vanous pans of me neadrest and inner shell assemblies as annotated in the drawings
  • Fig 4-1 illustrates an embodiment of the Air Sleeper with an extending leg rest This leg rest slides in guides on the Seat Bottom that has a leg rest (the seat bottom may not have a leg rest in some embodiments and the extending leg rest can slide in the seat bottom on guides )
  • Fig 4-2 shows the seat bottom with a leg rest with guides for the extending leg rest It also shows a pin that protrudes from the extending leg rest through a slot in the seat bottom and leg rest This pin is adapted to engage a near vertical slot in the fixed support structure of the Air Sleeper It can slide up and down that slot Moreover that slot can be in some embodiments have a va ⁇ able inclination to change the ho ⁇ zontal movement of the pin as
  • Fig 5-1 shows the Side wings of a head rest that are contoured, with the arrangement for sliding the headrest up and down and the slots for the harness on the headrest
  • the Bunge sling arrangement (round form) - also called a Bunge Device, may also be seen between the inner and outer shells Notably there is space between the inner and outer shells This space is used for differential movement of the inner shell with regard tot eh outer shell and the vehicle dunng impact conditions
  • Fig 6-1 shows a head rest that in this embodiment has a harness mount also attached This embodiment is enabled to slide up and down to accommodate a growing child Shown in the figure are the Aircushions (see for example US 7, 154, 416, US 6,609,749 ) that in this embodiment are contoured to have their primary vents at the lower end near the bottom Secondary vents may be placed anywhere on the aircushions Placing the p ⁇ mary vents near the bottom evacuate the lower side of the Aircushions first because of the fluid dynamics following compression and therefore maintain more air
  • Fig 6-2 Aircushions for the head rest shown on their own The p ⁇ mary vents in this embodiment are shown at the bottom of each cushion In addition there may be ventun tubes attached to the tapered sections of the air cushions (not shown) that could modify the airflow characte ⁇ stics dunng deflation Fig 6-3 Shows an embodiment of an integrated headrest and shoulder guard that is able to slide up and down on the CRS thereby allowing height adjustment of these elements as the child grows The Harness attachment is also on this movable element The shoulder guard may be braced on its side with other elements of the CRS If the CRS has a dynamic inner shell and a static or fixed outer shell, the headrest/shoulder guard may be braced to the inner shell and thereby benefit from the dynamics of the inner shell
  • the Fig shows an embodiment of Aircushions on the headrest (only one shown but more can be added below the one shown) attached to a sac ⁇ ficial chamber/ airbag (see for example US 7, 154, 416, US 6,609,749 ) that provides inflow into the air cushion at the time the shoulder compresses the sacrificial chamber or airbag
  • This embodiment has the air ducted to the head or top of the Aircushion so that, that region fills up and evacuates through the bottom of the aircushion Notably such ducting will provide more fluid at the top of the aircushion to ensconce the head
  • Fig 6-4 shows the single set of sacnficial airbags on the shoulder support and the corresponding aircushion
  • Fig 6-6 shows the same aircushion/sacnficial airbag system of Fig 6-5
  • the air ducts lead to the top of the aircushions and the aircushions vent at their bottom
  • Fig 6-7 shows a method for construction of the air cushions and/or sacnficial airbags
  • the fig shows the aircushions /airbags filled partially or fully with a porous mate ⁇ al that forms the shape
  • the aircushions /airbags are sandwiched between layers that form the walls and a formed die in the shape of the intervening spaces is used to compress the walls in the intervening spaces to weld together the wall matenal that is itself weld able with the resulting pressure or hat that is applied at the time of compression, or is treated with an adhesive to provide adhesion between the walls at the time of compression
  • Another related approach is to simply sandwich a layer of the porous mate ⁇ al, wherein the porous mate ⁇ al
  • Fig 6-8 shows an embodiment of a lower or upper bin in an air sleeper assembly
  • the bins may have drawers
  • Such drawers may need to open into the aisles that have limited space Considering that the bins may be over 72" long access to the further end of the bin will be difficult with the opening into an aisle that may be 20" wide
  • the figure shows an invention that solves this problem
  • objects are placed on the bet and the belt moved to reveal the next section of belt which is then filled and so on till the first set of objects on the belt reach the other end of the belt and the drawer is filled
  • the drawer may then be closed
  • An alternative embodiment would not use a drawer at all but simply
  • Fig 6- 9 show the arrangement in Fig 6- 9 in an exploded view Fig 6-10, shows the buckle for tensioning the seatbelt in a car for the attachment of a CRS
  • the buckle has a loop of the pair of webbing sections inserted through a slot and a pin is inserted into that loop The Pin is enabled to slide in a second slot but is locked to prevent it from retraction when the CRS is in use
  • Such locking devices for pins are well disclosed in the background art
  • the Buckle (called the Belt
  • the body of the Belt box will move forward and the pin will be held back by the webbing sections As a result the pin will slide to the extent possible backwards in the second slot and the webbing will be pressed against the rough section of the Belt Box and therefore prevent slippage of the belt the rough sections may be serrated or with points and edges to hold the webbing but not cut or damage it and thereby prevent its role in supporting a tensile loading
  • Fig 6-11 Shows the Belt Box or buckle as in Fig 6-10 attached to the CRS
  • the Belt box may be ⁇ gidly attached to the side members of the CRS or slid ably attached to these side members with an attachment to a cable or other tension supporting member that lies inside or adjoining the side member and is attached at its other end to a tensioning mechanism In the event the cable or other tension members are inside the side member of the CRS base, there will be a slot in the side member to provide the necessary access to the belt box
  • the belt box may have a pin that passes through a slot on the
  • the fig show the routing of the belt around the pin in the belt box and then behind the CRS ( in other embodiments it may be a slot specially designed for this routing) an to a similar belt box on the other side
  • a clamp may be employed between the shoulder section and the lap section of the webbing to keep them together
  • Fig 6-12 shows an apparatus to provide sp ⁇ ng damper combinations with different compression properties
  • the embodiment shown has two sections but the mechanism is easily replicated between pairs of dividing plates to have multiple sections of sp ⁇ ng dampers or honeycomb
  • Fig 12 shows pins that are enabled to push out the support arms when End plate 2 has crushed the honey comb (in this case honey comb and not spnng damper is used) Until the support arms are pushed out the honey comb 1 is compressed
  • This Honey comb may be staffer than the honey comb 2 and therefore the apparatus is required for this case
  • the support arms may slide out from the edge of the support plate or they may have rollers on bea ⁇ ngs that ease the movement over the edge while under compressive loading If rollers are used a small ndge may be needed to prevent the rollers from rolling out before the pins release them
  • the pivot of the Support arm is arranged to be away from the compression path Some f ⁇ ction on the pivot however can control the movement of the support arms ahead of the engagement of the pins
  • Fig 6-14 shows the compression of the second honey comb well progressed
  • Fig 7-1 to 7-8 show a mechanism for the attachment of a headrest (that may include the support for the harness and may include shoulder lateral supports) to the shell supporting the occupant in a CRS
  • This mechanism has many embodiments the one illustrated in the figures has one or more pins that are enabled to insert into slots at different height positions of the headrest thereby providing a locking mechanism for the headrest at these heights to accommodate children of different heights
  • Fig 7-1 shows the headrest and the shell with the mechanism with the pins engaged to the slots on the support shell thereby locking the headrest to the shell
  • Fig 7-2 shows the same view as Fig 7-1 with the Pins disengaged from the slots on the shell to allow the sliding motion of the headrest to the preferred position before releasing the catch that reengages the pins to the slots
  • the Height control slider that retracts and re-engages the pins through the attachment by pivoted links (other embodiments may have other linking mechanisms to attach a height control device to the pins ) the height control slider is attached to a trigger or a lever that can be raised relative to a handle attached to the headrest, to elevate the slider relative to the headrest and thereby release the pins from the slots
  • the slider may be attached to a sp ⁇ ng to maintain the engaged position as the normal position Fig 7-3 , Shows either of the Figs 7-1 , or 7-2 , in another view it also illustrates the interleaved flanges that are attached to the Shell and to the headrest that slide relative to each other and support the headrest relative to the shell
  • Fig 7-4 shows the parts of Fig 7-3 , with the shell removed It shows the flange that is attached to the headrest that is behind the slotted flange that is attached to the shell, thereby supporting the headrest and allowing the flanges to slide relative to each other
  • Adjoining the slotted flange attached to the shell on its inner edge is the mechanism with pins that engage the slots on the flange Fig 7-6 , how the Assembly of Fig 7-4 , with the flange attached to the headrest removed to reveal parts of the mechanism for retracting the pins that is attached to the headrest
  • the flange that is attached to the headrest is attached directly to the static parts of the mechanism and to the headrest itself
  • Fig 7-7 shows the mechanism for the retraction of the pins
  • This mechanism is attached to the headrest and a tngger or lever is attached to the top f the slider that may be operated in conjunction with a handle attached to the headrest, such that when the trigger is depressed the slider slides upwards against a sp ⁇ ng loading and thereby pulls the pivoted links upwards which in turn pull the pins into the body of the mechanism
  • Fig 7-7 shows the pins in the retracted position with the tngger pulled and the slider elevated against the sp ⁇ ng loading
  • Fig 7-8 shows the same assembly in the normal position with the pins engaged or out of the body of the housing
  • the Housing of the mechanism is securely fasted to the headrest
  • a similar and alternative mechanism can be mounted on the shell with the slots arranged on a flange on the headrest Figs 7-9 , and Fig 7-10 , illustrate a mechanism for the accommodation of extreme intrusion into the space of the CRS du ⁇ ng side impact
  • Fig 7-12 is another aspect of a CRS invention that has a inner shell supporting the occupant and an outer shell that is attached to the inner shell through shock absorbing elements
  • a shock strip supporting the bottom of the inner shell and "fingers” supporting the upper sides of the inner shell and a Bunge sling or a Dial -A- Guard element providing support for forward impact movement of the inner shell
  • the present embodiments may have all these aspects of the support but rather than the "fingers" they are supported by a side shock st ⁇ p that may be made of metal that may extend around the back of the inner shell and cradle the inner shell
  • Other embodiments may simply have a short section of the st ⁇ p hugging the inner shell and attached to ii Tnere may be in addition as shown an optional supplementary shock st ⁇ p "curve” that can absorb lateral impacts Fig 7-13 , shows a "split " shock stnp at the bottom support of the inner shell This will change the deformation charact
  • Air Sleeper embodiments present a structure with multi-tiers of occupants, wherein each of the occupants have an occupant space, and this space has a ceiling that can in some embodiments have a front edge that is substantially orthogonal to the direction of the occupant facing direction
  • Each of the upper tier occupant spaces has a foot space while the occupant is in a sitting position that may be partially below the ceiling of the lower tier occupant spaces
  • One of the challenges is to accomodate this lower level foot rest without encumbering the lower level occupants and their spaces the va ⁇ ations proposed, show a side mounted foot rest rather than a centrally mounted footrest as in pnor disclosures, that may be of particular value in angled embodiments of the Air Sleeper in the cabin
  • the location of the leg rest on one side allows additional possibilities for the location of the steps and benefits from the natural shielding of the legs of the upper
  • Fig 3-10 shows the AirSleeper with a rear pivot that supports the backrest, the bottom rest and the frame with an elevated pivot
  • This can angle the seat bottom much more than without and can even raise the back enough to have the seat back and bottom at the same angle
  • Fig 3-11 shows the embodiment with the rear pivot in the normal position
  • This actuation can be achieved with the rear pivot mounted on an arm that is itself pivoted about the same axis as the lower pivot of the shadow arm
  • An actuator can enable such movement
  • the extending leg support is designed to increase the length of the Air Sleeper beyond the end of the Seat bottom/leg rest
  • the movement of the AirSleeper from the sitting to the flat bed position results in the rise of the seat bottom
  • this may be accompanies by a movement of the seat bottom backwards ho ⁇ zontally as the nse may be related to a pivotal movement about a lateral axis relative to the Air Sleeper
  • the absolute position of the end of the leg rest relative to the aircraft aisle will change Therefore, in some such embodiments the leg rest will be at its maximum position with regard to the aisle when in the sit up position but move back as the seat is reclined and eventually brought to the flat bed position This will result in the full available length to the aisle not being used by the bed (or in the reclined position) To counter this the leg rest will be at its maximum position with regard to the aisle when in the sit up position but move back as the seat is reclined and eventually brought to the flat bed position This will result in the full available length to the aisle not being used by
  • the extending leg rest may not use the pin at all and be manually extended to the length desired by the occupant and in still other cases enabled with an actuator
  • the aspect of the inventon with embodiments as in Fig 6-8, 6-9 relates to the bins in the AirSleeper configurations where the bins may be up to 80" long and need to be accessed from the aisle of the aircraft that may be about 20" wide
  • a drawer may be used to access the front of the bin
  • the rear of the bin may not be easily accessible from the drawer
  • a door may be used in the front but may not provide easy access to the back of that bin
  • the invention provides a belt within the drawer or within the bin to move mate ⁇ als from the back of the bin to the front of the bin and vice versa
  • the movement of the belt may be by actuator or manual
  • the belt runs between two axles at the front and the back of the drawer or bin IT has a surface to provide support for the weight of the matenals that will be placed on the belt Such a surface needs to be engineered to have a low level of f ⁇ ction under load Alternatively the belt may be supported by intervening rollers Finally the belt may even be in sections i
  • the inventions as disclosed in the documents incorporated herein by reference has many different embodiments as previously disclosed
  • the invention includes a method for customizing each of these embodiments to specific classes of autos that have different crash characte ⁇ stics
  • the difficulty in design is that there needs to be an observable factor related to the cars that can be used by consumers to then choose the right child seat
  • the Method of the present invention as in Fig 2-1 to 2-10 uses a range of crash pulses that are measured at the rear seat where the child seat will be located for standard crash tests conducted for cars and for which cars are provided with ratings (star ratings), to calibrate the performance of the child seat to provide the best injury performance related to acceleration of the head and other observable injury factors It involves the steps of classifying cars in the market into groups with different observable ratings ( in the extreme this can be the entire set of available cars but in practice t could be cars grouped into their Star ratings) Using the crash data from these car crash tests to identify the range of acceleration pulses that are expe ⁇ enced by one or more accelerometers
  • the dial-resistance bunge sling It is tunable with a tuning device It is made up of concentnc spnng dampers
  • the type of Bunge sling may have a variable resistance "dialed in" with the dial handle by engaging different numbers of Spnng Dampers as required that may be dependent on parameters related to the physical size of the child and/or the properties of the pulse at the mounting location of the child seat in a front impact The latter may vary depending on the crumple zone and other factors of the car
  • the Fig shows three concentric spnng dampers However there is no limit on the number except for the space for installation With more spnng dampers there are more options to tune the arrangement for a different load charactenstics
  • Each of the spnng dampers may have a single helix as in a coil spring but may also be a double helix or even a multi-helix for greater stability of the end rings and the connection points to the stretching spring damp
  • a shock absorber element that is attached at one end to the fixed structure of the CRS or the vehicle at a point at the center and back of the inner shell
  • the second end of this device is attached to a cable that goes over a slide or pulley at the back higher up along the inner shell and is attached to teh inner shell the attachment point to the inner shell could be about the location where the dial-resistance device is attached in other embodiments
  • the pulley or slide would be directly behind it In the event of an impact the cable will pull the end of the shock absorber which will elongate upwards (it can elongate till it reaches the pulley)
  • Such a device can have the shock absorber with va ⁇ able sp ⁇ ngs or an air damper with variable vents and gas dynamics control
  • shock absorber strip for the child seat distinct from what was previously disclosed, has a lateral extension adjoining the curved section to reduce the distortion of the flat sections that are attached to the inner shell or seat and to the supporting frame
  • Shock St ⁇ p has a modified width at the end of the curved section to change the twist and bend characte ⁇ stics This may be a reduction or increase in the width or the profile of the cross section at different points on the curved section
  • shock stnp under load in side and front impacts The different cross sections of the front hairpin bend will change the load characte ⁇ stics of the seat
  • the support of the sides of the "T" arms are not shown They may have controlled sliding enabled either in a honzontal plane or also allowing vertical movement, while carefully controlling the deflection characteristics under lateral loading by the arms of the "T" upon side impact
  • the safety mechanisms noted in these disclosures and the outer shell/safety cage may be a modular structure that can be used in several child seats that can accept the module thereby making the design more versatile
  • the child seat embodiments that are disclosed may be a part of complete child seat or may be constructed as a module for use in a child seat base constructed for that purpose Such a base would have connections at the bottom of the outer shell or cage and in some cases at the back of the outer shell or cage as well
  • the embodiment shown has a headrest that may slide up and down on a set of flanges that also retain the head rest in the event of a front impact
  • Some embodiments may have the harness attached to or threaded through the lower part of the head rest so that movement of the headrest also moves the harness mooring and therefore automatically adjusts the height of the harness based on the height of the headrest
  • some embodiments may use a threaded bar and nuts on the headrest and the inner shell to move the headrest up and down by rotation of the threaded bar Such rotation can be achieved with a handle (that may be retracted) at the top of the threaded bar
  • the threaded bar is slid ably attached to the headrest with a sleeve or other device that prevents axial motion of the threaded rod relative to the headrest
  • the threaded rod has also one or more nuts that are attached to the inner shell that ride up and down the threaded bar as it is rotated (fig 3-7 shows apertures for secu ⁇ ng these nuts The
  • the flanges may need to be of metal or other strong material particularly if the harness is supported by the headrest in front impact as the inertial loading of the body will act on the harness and in turn on the mounting of the harness with the flanges to the inner shell
  • the head rest in some embodiments may be designed to deflect in a controlled manner in a side impact and therefore may have ⁇ bs that are designed with a cross section that controls the deflection Such a cross section may vary along the length of the ⁇ bs and the spacings of the ⁇ bs may vary to optimize the deflection with regard to lowe ⁇ ng head and neck injury
  • the shape of some head rests may be such that the surface is inclined on the sides and angled such that the natural motion of the head relative to the upper body with regard to the occipital condoyle and other joints along the spine enable the angle to support the head over a large surface area
  • This design will help with regard to sleep of the child and also to support the head during a side impact with a distnaded reaction force
  • the shape of the head rest and the movement of the headrest will enable the headrest to be adjusted upwards until the surface is near the head
  • Another feature of this headrest is that it is shaped to avoid cove ⁇ ng the eyes to maximize visibility of the child
  • the embodiment of the child seat has a support structure between the inner shell and the outer shell/safetycage
  • This support structure comp ⁇ ses a shock strip at the bottom of the seat that may be extended to the upper part of the inner shell and may even have side arms
  • Additional supports may be attached at the extreme ends of the side arms (or in the absence of the extension of the shock st ⁇ p directly on the inner shell in that position) and attached to the outer shell/safety cage
  • Such attachments may be slid able in a ho ⁇ zontal or vertical and ho ⁇ zontal direction but have a controlled resistance for motion that requires compression of such attachment members i e for lateral movement of the inner shell
  • Bunge sling attachment at the central back of the inner shell and attached to the outer shell Parts of this are shown in Fig 3-2
  • This embodiment has a Bunge Slot that allows the Bunge Pm to slide out du ⁇ ng a lateral impact,
  • Some embodiments of the child seat with an outer shell/ safety cage and inner shell or a double shell structure where the double shell in addition to what has been previously disclosed uses a puncture resistant inner shell such as Kevlar and outer shell safety cage that allow deformation or puncture under high reactive forces, thereby minimizing puncture injunes and providing a deceleration space for intruding objects between the inner shell and the outer shell/safety cage
  • Embodiments of the child seat that use the double shell have great value in several kinds of impact situations as noted in p ⁇ or disclosures of this invention
  • side impacts there is the benefit of relocation and rotation of the inner shell to reduce the peak impact forces and also reo ⁇ ent the child away from the impact
  • front impact there is the relative motion of the inner shell swinging forward substantially with the child strapped in Such a motion will also bnng the head further forward than in a child seat that is static
  • the average acceleration can be reduced and also with careful design the peak acceleration reduced Therefore any reduction of the peak acceleration of the head can be associated with the minimum addiional distance for excursion of the head forwards
  • This minimum incremental head excursion distance will ⁇ se as the incremental decrease in the peak acceleration gets bigger
  • the actual correspondence between the reduction in the peak acceleration and the decrease in the minimum excursion distance will depend on the Bunge device used for such deceleration
  • Such devices can have different thicknesses As the thickness rises it reduces the excursion distance as the inner shell needs to be moved forward to accommodate it Therefore in design it is best to have a thin device to maximize the excursion space for the head
  • the performance of this device will determine if the extent of lowe ⁇ ng the peak acceleration is maximum given the available excursion distance Therefore there is a balance between the thickness of the device and its performance in reducing peak acceleration The thinner the device and higher the reduction ion peak acceleration ( ⁇ e making the acceleration as close to constant as
  • Bunge devices are designed for multiple parameters such as weights and heights of occupants, different impact pulses at the latch points of the seat where the child seat is installed (depending on the crumple zone) etc therefore the Bunge device will have a va ⁇ able performance for each combination of these factors working within the potential excursion distance of which some distance is used by the device
  • An approach to optimize the space is to find the technology for each thickness of Bunge device that within the remaining excursion space is able to reduce the peak acceleration in the preferred combination (as each value of the parameter will have a minimum for which other combinations of the parameters may not be optimum)
  • choosing the thickness/technology combination that provide the best preferred combination of reduction in peak acceleration
  • the invention has a head rest that may be in some embodiments moved up and down to accommodate the growth of the child He Head rest may also have attachments for the harness that also moves with the head rest Moreover the headrest may also have shoulder guards that can move with the headrest and are attached thereto Such shoulder guards may be braced with other parts of the CRS In the case of a CRS with a outer shell and a dynamic inner shell such bracing may be with the inner shell to benefit from the dynamics of the inner shell as well
  • the invention further has aircushions that are filled with air or other fluid and are either fully or partially filled with a porous material These aircushions in some embodiments have vents that differentially evacuate the body of the aircushions so that the edge of the aircushion in front of the child's head will evacuate last so that the head is ensconced by the air cushion and the center and lower part of the air cushions evacuate first
  • the porous materials that may be used to fill the aircushions can change the compression characte ⁇ stics of
  • embodiments may have a sacrificial airbag that is partially deflated under impact loading, and as a result transferring the air to the air cushions
  • a sacrificial airbag that is partially deflated under impact loading, and as a result transferring the air to the air cushions
  • Such an arrangement can have the sacrificial airbags attached to the shoulder supports and upon contact Upon contact of the shoulders on the sacrificial airbag, air is forced through the air ducts to the air cushions placed on the head rest
  • These ducts may be oriented as best suited for transferring the air in a timely fashion and to the right locations in the air cushions
  • the embodiments show the air ducts conducting the air to the heads of the air cushions so that the inflation of the heads of the cushions are effected first Thereafter contact of the head on the air cushions will deflate the air cushions through the vents
  • airbags and aircushion may be constructed with two layers of wall material that sandwich a porous material, and the entire combination compressed selectively at the sections that lie between the airbags and aircushions with a die that may be heated Thereby creating the shape of the airbags and cushions as needed
  • Another approach will be to have cut outs of the porous matenal that match the die shape and compress the two layers of wall material to be in contact with each other and sandwich the sections of the porous matenal the wall material and the porous matenal may be treated for adhesion or melting as required to create the necessary seals
  • the vent holes in the aircushions may be engineered to have flaps that that can be moved over the aperture to change the venting properties to calibrate the rate of evacuation under different impact conditions For example in side impact, for cars with softer side structures the optimal venting may be different to cars with stiffer side structures A system of aircushions can therefore be
  • the belt- box in some embodiments is slid ably attached to the side member of the base of the CRS and has a cable attachment to the tensioning mechanism for the CRS latch arrangements
  • the Belt-box has a loop of the pair of webbing section s that come from the seat belt buckle end, passing through a slot The loop then engages a pin that may be withdrawn to release the loop if needed
  • the pin would normally be locked in place du ⁇ ng operation
  • the pin slides in a short slot on the body of the belt-box and the position and onentation of the slot is such that as the pin slides into the box as would happen under tension of the seat belt in a front impact, the pin also moves laterally towards a rough surface of the belt box that impedes slippage of the belt Thereby maintaining in the position if the CRS as with little movement of the webbing of the seat belt
  • Another aspect of the invention is an apparatus that is used for testing impact conditions on the CRS and for that matter any other test where a va ⁇ able compression loading is required where the first stage of compression has a higher loading force and the subsequent stages of compression have lower forces
  • the first to compress will be the section with the lowest resistance and therefore when the requirement is for compression of the highest resistance first a special apparatus as disclosed herein is required
  • the support arms protect the lower compression sections until the pins release the support arms and thereafter the softer matenal gets compressed
  • the arrangement in the apparatus can be cascaded for multiple sections of increasingly softer spnng dampers or honeycomb with pairs of pins and support amis on adjoining pairs of plates that release these sections for compression
  • the invention has a mechanism for the attachment of a headrest (that may include the support for the harness and may include shoulder lateral supports) to the shell supporting the occupant in a CRS
  • a headrest that may include the support for the harness and may include shoulder lateral supports
  • This mechanism has many embodiments the one illustrated in the figures has one or more pins that are enabled to insert into slots at different height positions of the headrest thereby providing a locking mechanism for the headrest at these heights to accommodate children of different heights
  • the height control slider that retracts and re-engages the pins through the attachment by pivoted links (other embodiments may have other linking mechanisms to attach a height control device to the pins ) the height control slider is attached to a tngger or a lever that can be raised relative to a handle attached to the headrest, to elevate the slider relative to the headrest and thereby release the pins from the slots
  • the slider may be attached to a sp ⁇ ng to maintain the engaged position as the normal position
  • the s'ots in the embodiment shown are constructed to De on me sliding flange that is attached to the shell and the pins are part of the mechanism that is attached to the headrest This arrangement can be reversed so that the slots are on the headrest (flange or other part) and the pins are attached to the shell In the first case the mechanism will be operated from the headrest as it moves up and down, whereas in the second case the mechanism will be operated from the back of the shell
  • the Figures show the means of articulation of the pints into the slots with a slider that is attached to the pivoted links which are in turn attached to the pins
  • An alternative approach would be to have the pins move in an arc into and out of the housing with a pivotal support and directly or indirectly attached to the slider
  • the headrest needs to be supported by the shell This support is enabled with the set of sliding interleaved flanges attached to each o the shell and the headrest These flanges are attached to respectively the headrest and the shell along a spine that is wide enough to provide the space for the flange attached to the other member - headrest or shell
  • FIG. 7-10 Another aspect of the CRS invention as shown in fig 7- 9, 7-10 is a mechanism for the accommodation of extreme intrusion into the space of the CRS du ⁇ ng side impact
  • the CRS in this Fig shows an outer shell (which contains the inner shell supporting the child
  • the invention will also be applicable to a single shell instead of the outer shell shown here) that is pivoted along its back ad has limited rotational motion about this axis that is normally enabled for egress and ingress It is locked in position for normal operation of the vehicle to protect the child in a side impact
  • this invention enables the clasp that holds the outer shell to collapse under a predefined extreme loading of the intrusion to allow the outer shell to rotate about the central axis thereby moving the child away from and reo ⁇ enting the child away from the intrusion and the impact (Fig 7- 9)
  • the invention has a pivot that detaches or moves so that the outer shell can be pushed further by the intruding objects
  • Yet another aspect of the CRS invention as shown in Fig 7-11 is an enhanced support for the CRS relative to the car seat It has either a plurality of straps or a fab ⁇ c/continuous material that is/are anchored to a bar that is on the back of the seat which in turn is attached to the anchor point of the vehicle for the tether
  • the stretch bar keeps the fabnc or the set of straps separated and thereby gives a significant f ⁇ ctional bonding between the fabric or the set of straps and the seat back to support the top of the seat in side impacts
  • the fabnc or continuous version of this aspect of the invention will also support shear loads that will further add to the support of the CRS under lateral loading
  • the strap embodiment can be enhanced with "X" diagonal sections of straps between adjoining section of orthogonal or direct straps between the back of the seat and the stretch bar to support shear loadings as well by diagonal support of the two ends in sections that are a substitute for the shear planes as in the case of the fabnc embodiment
  • an optional supplementary shock st ⁇ p “curve” that can absorb lateral impacts
  • a second st ⁇ p that accommodates the design parameters for compression in lateral impact
  • Fig 7-13 shows a "split " shock st ⁇ p at the bottom support of the inner shell This will change the deformation characte ⁇ stics of the shock st ⁇ p
  • Such a split shock st ⁇ p may also be used on the lateral or side shock st ⁇ ps as in Fig 7-12
  • FIG. 1 For embodiments of the CRS have the inner shell supported at the rear of the shell relative to a bottom surface of the outer shell and related structure to limit downward motion of the inner shell relative to the outershell du ⁇ ng side or front impact
  • a wide support structure may be used for reducing the rocking motion about a forward axis du ⁇ ng a side impact
  • Such support structures are attached to one of either the innershell or the outershell and slidable on the other of these elements
  • FIG. 11 Another embodiment of the WorkMate relative to the previously disclosed versions is as in Fig 1-11, 1-12 It is designed to help workers who bend forward to work
  • the device senses the position of the hips relative to the vertical from the feet and the device attempts to keep the hips at a predefined position relative to the vertical above the feet
  • Different users will have a different preferred relative position
  • Most users would like to keep the center of gravity of the hips vertically above the feet so that the spinal loading is vertical and lateral loadings and resulting long term injury is prevented in repetitive and extended pe ⁇ ods of work with the upper body locating away from the vertical above the hips
  • the invention has a support arm that supports the upper body It is simply strapped or otherwise attached to the UDDer body so that when the upper body is bent forward me nips automatically relocate to behind the vertical above the feet to maintain balance Te invention thereafter moves the control arm away from the vertical so that it counterbalances the upper body and allows the body to relocate the hips above support footp ⁇ nt of the feet
  • the locations of the feet and the hips relative to each other may be establishes using wireless devices that are attached to the feet and/or to the control unit and the anchor belt 11 C This will allow the measurement of the ho ⁇ zontal position of a predetermined point within the support footp ⁇ nt of the feet relative to a predetermined point within the circumference of the hips
  • Such sensors can use wireless technologies with sensors attached to the feet and on the anchor belt 11 C
  • FIG. 11 A is a support arm
  • 11 B is a support belt that keeps the support arm next to the user's upper body
  • 11 C is the anchor belt that attaches above the hips of the user
  • 11 Dis the control arm that can have length and angular displacements of the weight at its end to counterbalance as noted above
  • Fig 1-12 is a schematic that shows the mass of the upper body M1 and the control arm M2 that counterbalance each other M2's angular and/linear distance being controlled by a servo that uses as its error signal the vertical displacement between X1 and X2 The movement of X2 happens as the user maintains balance

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Child & Adolescent Psychology (AREA)
  • General Health & Medical Sciences (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)
  • Passenger Equipment (AREA)

Abstract

L'invention concerne un support de passager de véhicule pour un confort et une utilité accrus dans un véhicule comportant des fonctionnalités de protection des passagers vis-à-vis d'une charge de collision. Elle concerne également un dispositif d'amélioration de la posture.
EP10705664A 2009-01-28 2010-01-28 Support pour un passager de vehicule Pending EP2391523A2 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
US20620509P 2009-01-28 2009-01-28
US20844509P 2009-02-24 2009-02-24
US21119109P 2009-03-27 2009-03-27
US21467209P 2009-04-27 2009-04-27
US21555909P 2009-05-07 2009-05-07
US27080809P 2009-07-14 2009-07-14
US27629809P 2009-09-09 2009-09-09
PCT/US2010/000237 WO2010087965A2 (fr) 2009-01-28 2010-01-28 Support de passager de véhicule

Publications (1)

Publication Number Publication Date
EP2391523A2 true EP2391523A2 (fr) 2011-12-07

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Family Applications (1)

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EP10705664A Pending EP2391523A2 (fr) 2009-01-28 2010-01-28 Support pour un passager de vehicule

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EP (1) EP2391523A2 (fr)
JP (3) JP5859312B2 (fr)
CN (2) CN102300745B (fr)
WO (1) WO2010087965A2 (fr)

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JP5859312B2 (ja) 2016-02-10
CN102300745B (zh) 2016-07-06
JP2012516264A (ja) 2012-07-19
WO2010087965A2 (fr) 2010-08-05
CN106080316A (zh) 2016-11-09
JP2018087006A (ja) 2018-06-07
JP6320985B2 (ja) 2018-05-09
WO2010087965A3 (fr) 2011-05-05
WO2010087965A9 (fr) 2011-03-17
CN102300745A (zh) 2011-12-28
JP2016064825A (ja) 2016-04-28

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