Vehicular mobile occupant carrier

A vehicular mobile occupant carrier system A which includes mobile occupant carrier B and upstanding securement stanchion C. Mobile occupant carrier B includes a frame 12 which includes an occupant support frame 18 and a bottom frame 20 made unitary by a first junction frame 36 and a second junction frame 38. Upstanding securement stanchion C includes a base member 60, a carrier securing section 14 and a headrest 64. A four-point restraint system D includes latch bars 41a, 41b, 42a and 42b integral with mobile occupant carrier B interlocked with rotary locks 72 integral with carrier securing section 14 of upstanding securement stanchion C, restraining mobile occupant carrier B in three-degrees of freedom. Strap restraining system 44 includes a lap belt 46 and upper torso straps 48 which may alternately be connected to upstanding securement stanchion C or to frame 16 of mobile occupant carrier B for restraining occupant of mobile occupant carrier. Mobile occupant carrier B is aligned with upstanding securement stanchion C and moved into engagement so that latching bars 41a, 41b, 42a, and 42b of mobile occupant carrier B are received by receiving channels 72b of upstanding securement stanchion C to automatically lock rotary locks 72. The mobile occupant carrier B is securely attached to upstanding securement stanchion C and actively resists forces imposed during vehicle operation and potential vehicle crashes.

BACKGROUND OF THE INVENTION 
The invention relates to a mobile occupant carrier restraining device in 
general, and, in particular, to a vehicular mobile occupant carrier system 
which includes a mobile occupant carrier having a frame and a multiple 
point connector mechanism which may be interlocked with an upstanding 
securement stanchion so that the mobile occupant carrier and occupant may 
effectively resist forces that occur during normal vehicle operation and 
those that occur in crashes. 
With the advent of a mobile society, the safe transportation of individuals 
utilizing mobile occupant carriers in secondary vehicles such as transit 
buses and school buses has become a major concern. The secondary vehicle 
may subject the mobile occupant carrier and its occupant to a variety of 
forces resulting from normal driving maneuvers as well as rear-end 
collisions, front-end collisions, collisions from the side, and even 
roll-overs. For the safety of the individual occupant in all of these 
situations, the mobile occupant carrier and Occupant are required to be 
safely secured within the vehicle. 
Although numerous mobile occupant carrier restraining devices have been 
developed, they are for the most part inadequate in that such devices are 
designed to be utilized with a standard foldable mobile occupant carrier. 
Hence these designs require complicated means of securing the standard 
mobile occupant carrier and occupant because these mobile occupant 
carriers do not have adequate structural integrity nor contain any special 
features to aid in its securement other than their wheels. 
For example, U.S. Pat. No. 4,265,478 utilizes an independent latching means 
to secure a mobile occupant carrier to a stanchion. Such an independent 
mechanism contains inherent difficulties in its operation by requiring 
multiple steps to operate and is vulnerable to being misplaced and hence 
rendering the securing stanchion useless. U.S. Pat. Nos. 4,369,995; 
4,325,576; 4,601,620; and 4,019,752 show other arrangements for securing 
wheelchairs in transportation vehicles. 
Additionally, most standard foldable mobile occupant carriers are not 
designed to withstand forces of a magnitude routinely encountered in a 
vehicular collision. Thus, when a vehicular collision is encountered, the 
force of the collision is transmitted to the mobile occupant carrier and 
the mobile occupant carrier may collapse. Furthermore, most standard 
foldable mobile occupant carriers do not meet safety standards and are 
unsuitable for transport by a secondary vehicle. 
Accordingly, an object of the present invention is to provide a mobile 
occupant carrier system for a person with diminished capacity for mobility 
e.g., an infant or a physically disabled person, that can withstand the 
forces that may be encountered while being transported in a secondary 
vehicle. 
An additional object of the present invention is to provide a mobile 
occupant carrier that is comprised of a frame such that the mobile 
occupant carrier can withstand the forces that may be encountered while 
being transported in a secondary vehicle. 
Another object of the invention is to provide a multiple belt securement 
system that secures the occupant directly to the mobile occupant carrier 
rather than to the secondary vehicle. This allows the occupant to be 
secured to the mobile occupant carrier by family members, medical 
attendants or other qualified caregivers prior to and independent of the 
arrival of the secondary vehicle. This provides for more appropriate 
securement of the occupant especially in those cases where the occupant is 
medically fragile or where special support, orthopedic device and the like 
must be used in the securement of the occupant. The driver/attendant of 
the secondary vehicle may then be relieved of the responsibility of 
securing the occupant to the mobile occupant carrier, and need only be 
concerned with loading/unloading of the "prepackaged" occupant in the 
mobile occupant carrier and securing the mobile occupant carrier to the 
upstanding securement stanchion. This could reduce the need for special 
medical training of the driver/attendant of the secondary vehicle, 
relieving them of certain responsibilities, and significantly improving 
the efficiency of the loading/unloading procedure. 
Furthermore, another object of the present invention is to provide a mobile 
occupant carrier with a multiple-point connector mechanism which may be 
interlocked with an upstanding securement stanchion to effectively resist 
operational and crash forces. 
Additionally, another object of the present invention is to provide a 
mobile occupant carrier with a multiple-point connector mechanism which 
may be interlocked with an upstanding securement stanchion with minimal 
effort and difficulty. 
A further object of the present invention is to provide an upstanding 
securement stanchion that can effectively secure a mobile occupant carrier 
in a manner to resist operational and crash forces. 
SUMMARY OF THE INVENTION 
The above objectives are accomplished according to the invention by 
providing a vehicular mobile occupant carrier system which includes a 
mobile occupant carrier and an upstanding securement stanchion for 
securing the mobile occupant carrier. A multiple-point connector mechanism 
interlocks the mobile occupant carrier with the upstanding securement 
stanchion so that the mobile occupant carrier and occupant may effectively 
resist forces imposed by vehicle operation and potential crashes in three 
degrees of freedom. The mobile occupant carrier has a frame which allows 
the mobile occupant carrier to withstand forces incurred while being 
transported in a secondary vehicle. The mobile occupant carrier includes 
an occupant support frame having a back frame with a back rest and a seat 
frame with a seat for bracing the individual occupant and a bottom frame 
which includes a foot rest and directional wheels. The bottom frame and 
occupant support frame are connected by a pair of junction frames. The 
axle for the primary wheels is supported by the junction frames. 
A multiple strap restraining assembly retains the occupant within the 
mobile occupant carrier and secures the occupant to the carrier. 
Initially, the strap restraining assembly is solely connected to the 
mobile occupant carrier with the ends of the lap belt integral with the 
junction frames. The upper torso straps are connected to anchorages on the 
upper rear of the mobile occupant carrier to provide restraint to the 
occupant during maneuvering and loading of the mobile occupant carrier 
into the secondary vehicle. After the mobile occupant carrier is 
interconnected and secured to the upstanding securement stanchion, the 
upper torso straps are disconnected from the anchorages on the upper rear 
of the mobile occupant carrier and reconnected to connector mechanisms on 
the upstanding securement stanchion. In the final configuration any force 
exerted by the occupant during vehicle operation or vehicle collision is 
transferred to the upstanding securement stanchion. 
The upstanding securement stanchion has a base for connection with the 
vehicle, a carrier securing section for interconnection with the mobile 
occupant carrier and a headrest which provides the individual with support 
and privacy. 
A multiple-point connector mechanism provides for securing the mobile 
occupant carrier with the upstanding securement stanchion to resist forces 
imposed during vehicle operation and crashes. The multiple-point connector 
mechanism has multiple points of mechanized attachment which include latch 
elements connected to the mobile occupant carrier and interlocked with the 
carrier securing section of the upstanding securement stanchion. The 
carrier securing section has a plurality of fasteners containing latching 
means to lock the latch elements in place and thus securing the mobile 
occupant carrier and occupant. In the preferred embodiment rotary locks 
are used as the latching means and latch bars are used as latch elements. 
The interrelation between the latch bars and the latching means provides 
for numerous configurations. The latching means may be located on the 
upstanding securement stanchion to receive the latch bars either 
vertically or horizontally. Hence the latch bars can be either vertically 
or horizontally attached to the frame of the mobile occupant carrier. The 
latch bars transmit any load experienced by the mobile occupant carrier to 
the upstanding securement stanchion. The upstanding securement stanchion 
includes a release means to unlock the latch bars. In the preferred 
embodiment a release handle attached to a shaft interconnected with a 
rotational plate are used for release means. 
In a separate configuration, a mobile adaptive carrier is utilized with an 
upstanding securement stanchion for securing the occupant and replaces the 
standard mobile occupant carrier. Many immobile individuals are confined 
to a secondary transport device, such devices range from infant car seats 
to specially constructed orthopedic devices. The mobile adaptive carrier 
is constructed with universal mounting plates having a peg-board-like 
construction to allow for such secondary transport device to be mounted to 
the mobile adaptive carrier. A multiple-point connector mechanism 
interlocks the mobile adaptive carrier with the upstanding securement 
stanchion so that the mobile adaptive carrier and occupant may effectively 
resist forces imposed by vehicle operation and potential crashes in three 
degrees of freedom.

DESCRIPTION OF A PREFERRED EMBODIMENT 
Referring now in more detail to the drawings, a vehicular mobile occupant 
carrier system A is illustrated for providing mobility of an individual 
having a diminished capacity for self-mobility while providing a means for 
transporting the individual within a vehicle. The occupant carrier system 
includes a mobile occupant carrier B and an upstanding securement 
stanchion C as can best be shown in FIGS. 1 through 4. A multiple-point 
connector mechanism D includes a plurality of latch bars which secure 
mobile occupant carrier B to a carrier securing section 14 of upstanding 
securement stanchion C. FIG. 2 illustrates mobile occupant carrier B 
interlocked with upstanding securement stanchion C through multiple-point 
connector mechanism D. This interconnection allows the securement of 
mobile occupant carrier B and upstanding securement stanchion C to 
effectively resist forces incurred during normal vehicle operation and 
crashes. 
As shown in FIG. 10, the mobile occupant carrier B is comprised of a 
non-foldable unitary carrier frame 12 which includes an occupant support 
frame 18 and a bottom frame 20. Unitary carrier frame 12 has a first side 
frame 12a and second side frame 12b. Occupant support frame 18 includes a 
back frame 22 and a seat frame 26. As shown in FIG. 4, back frame 22 
includes a seat back panel 24 and seat frame 26 has a seat panel 28. Back 
frame 22 has two generally vertical side frame members 30 opposite from 
each other which are integral with a top frame member 32 which form seat 
back panel 24. Seat frame 26 includes two generally horizontal side frame 
members 34 opposite from each other which are integral with a front frame 
member 35 forming seat panel 28. 
A first junction frame 36 located on first frame side 12a and a second 
junction frame 38 located on second frame side 12b receive an axle 40. 
Junction frame 36 and 38 connect occupant support frame 18 with bottom 
frame 20 and make the framework a unitary structure. Seat frame 26 is 
cantilevered by first junction frame 36 and second junction frame 38 so 
that all forces applied to seat frame 26 are transferred to first junction 
frame 36 and second junction frame 38. First junction frame 36 and second 
junction frame 38 are each preferably in the form of a structural plate 
39. 
As illustrated in FIG. 3, there are latch bars 41a and 41b integral with 
the structural plate 39 of first junction frame 36 and structural plate 39 
of second junction frame 38 respectively. There is a first plurality of 
latch elements which includes latch bars 41a, 41b, and 42a, 42b. There are 
latch bars 42a and 42b connected to occupant support frame 18, which in 
combination with latch bars 41a and 41b provide a male portion for 
multiple-point connector mechanism D which secure mobile occupant carrier 
B to upstanding securement stanchion C. Accordingly, latch bars 41a, 41b, 
42a, and 42b are located on a back side of mobile occupant carrier B for 
engagement with upstanding securement stanchion C. Latch bars 42a and 42b 
are vertically spaced from latch bars 41a and 41b. Additionally, latch bar 
41b is horizontally spaced from latch bar 41a and latch bar 42b is 
horizontally spaced from latch bar 42a. Accordingly, in this 
configuration, four contact points are provided for multiple point 
connector mechanism D to secure mobile occupant carrier B to upstanding 
securement stanchion C. In the preferred embodiment latch bars 42a and 42b 
are integral with back frame 22 for securing the upper portion of mobile 
occupant carrier B. Wheels 43 are carried by axle 40 and provide mobile 
occupant carrier B with mobility. 
The preferred embodiment is constructed such that loads exerted by mobile 
occupant carrier B and the occupant are transferred to upstanding 
securement stanchion C. This is done by having the mobile occupant carrier 
B secured to upstanding securement stanchion C through utilization of 
latch bars 41a, 41b and 42a, 42b. Furthermore seat frame 26 is integrally 
connected to first and second junction frames 36, 38 with back frame 22 
abutting seat frame 26 at the union of seat frame 26 with first and second 
junction frames 36, 38. As a result, a load exerted by back frame 22 
and/or seat frame 26 is transferred to latch bars 41a and 41b integral 
with first and second junction frames 36, 38, and subsequently transferred 
to the upstanding securement stanchion C by utilizing multiple-connector 
mechanism D. Any load exerted by back frame 22 not transferred to latch 
bars 41a and 41b will be transferred to latch bars 42a and 42b and 
subsequently transferred to upstanding securement Stanchion C by utilizing 
multiple-connector mechanism D. 
As shown in FIGS. 1, 3 and 4, strap restraining assembly 44 has lap belt 46 
with first end 46a connected to plate 39 of first junction frame 36, and 
second end 46b connected to plate 39 of second junction frame 38. Buckle 
47 interconnects first end 46a with second end 46b. Strap restraining 
assembly 44 further includes upper torso straps 48 having attachment 
members 49. Attachment members 49 can either be connected to an anchorage 
49a integral with top frame member 32 on frame 12, as illustrated by 
dotted lines in FIG. 1, or to an anchorage 49b integral with upstanding 
securement stanchion C as shown in FIG. 2. 
All loads exerted by the occupant are transferred to upstanding securement 
stanchion C through strap restraining assembly 44 by having upper torso 
straps 48 connected to upstanding securement stanchion C at anchorages 49b 
and having first and second ends 46a and 46b of lap belt 46 connected to 
structural plates 39 of the first and second junction frames 36, 38. All 
forces exerted through first and second junction frame 36, 38 are 
transferred to upstanding securement stanchion C through latch bars 41a 
and 4lb of a multiple-connector mechanism D. 
As illustrated in FIGS. 6, 7 and 8, upstanding securement stanchion C has a 
base member 60, a carrier securing section 14 and a headrest 64. Base 
member 60 has a bottom section 66 and upstanding legs 68. Carrier securing 
section 14 has a plurality of latch elements in the form of four fasteners 
70 containing rotary locks 72 for providing a female recipient in 
conjunction with latch bars 41a, 4lb and 42a, 42b forming multiple-point 
connector mechanism D. Rotary locks 72 must be automotive type mechanisms 
with strength performance ratings equal to or exceeding model 400 R&L lock 
distributed by Austin Hardware and Supply Company of Kansas City, Mo. 
which conform to the latest Federal Motor Vehicle Safety Standard 206 as 
of Feb. 1, 1993. Rotary locks 72 include a pivotal securing element 72a, a 
receiving channel 72b and pivotal locking tongue 72c. Carrier securing 
section 14 extends vertically upward from base member 60 to a length 
sufficient so that fastener 70 may be in a permanent ready position for 
receiving latch bars 41a, 41b, 42a and 42b. In the preferred embodiment, 
this height is generally of equal height to mobile occupant carrier B for 
restraining the upper portion of mobile occupant carrier B. Rotary locks 
72 receive latching latch bars 41a, 4lb, 42a and 42b in a respective 
receiving channel 72b. When latch bars 41a, 4lb, 42a and 42b enter a 
respective receiving channel, a pivotal locking tongue 72c is pivoted 
closing off a receiving channel. Securing element 72a pivots in a 
direction to lock a pivotal locking tongue 72c into place thereby locking 
latch bars to upstanding securement stanchion C. Rotary locks 72 are 
self-locking and automatically lock latch bars 41a, 4lb, 42a and 42b upon 
there respective entry into receiving channel 72b. 
In the preferred embodiment, four rotary locks 72 in combination with latch 
bars 41a, 4lb, 42a, and 42b provide a four-point restraint system. The 
four-point restraint system secures mobile occupant carrier B to 
upstanding securement stanchion C so that the mobile occupant carrier B, 
and occupant, effectively resist vehicle operation and crash forces. 
Carrier securing section 14 has a release means 74 which includes a handle 
75, a shaft 76 and a rotational plate 78. Rotational plate 78 is connected 
with rotary locks 72 by connecting rods 80 so that the rotary locks 72 may 
be unlocked from a locked position by having shaft 76 rotated by handle 
75. 
In operation, mobile occupant carrier B is aligned with upstanding 
securement stanchion C, as can best be seen in FIGS. 3 and 4, and moved 
into engagement so that latching bars 41a, 4lb, 42a, and 42b of mobile 
occupant carrier B are received by receiving channels 72b of respective 
rotary locks 72. Engagement by a respective latching bar automatically 
pivots pivotal securing lock 72c around the latching bars. Upon the 
pivoting of respective pivotal securing locks 72c, pivotal securing 
elements 72a automatically pivot to lock the pivotal securing locks around 
the latching bars to prevent the exit of the latching bars from the 
receiving channels. The mobile occupant carrier B is securely attached to 
upstanding securement stanchion C. The above operation is conducted 
without any interaction of the operator or by an assistant, but only 
requires mobile occupant carrier B to be rolled in contact with upstanding 
securement stanchion C such that latching bars 41a, 4lb, 42a, and 42b are 
received by receiving channels 72b. 
Thus, it can be seen that an advantageous construction for a vehicular 
mobile occupant carrier securement system can be had according to the 
invention wherein a mobile occupant carrier and upstanding securement 
stanchion affixed to a vehicle floor may be mechanically connected using a 
four-point restraint system to effectively resist various forces. 
Loads created by mobile occupant carrier B and an occupant are transferred 
to latching bars through a frame and left and right side junction frames. 
With the latching bars interlocked with upstanding securement stanchion C, 
the occupant carrier B and occupant are securely restrained against 
movement in three degrees of freedom. This design provides restraint of 
the occupant carrier and occupant with minimal effort. 
As shown in FIG. 5, a mobile adaptive carrier E having a horizontal 
universal mounting plate 84 and a vertical universal mounting plate 82 may 
replace the mobile occupant carrier B in vehicular mobile occupant carrier 
system A. Universal mounting plates 84 and 82 have a peg-board-like grid 
system to allow for the securement of any secondary transport device such 
as an infant child seat or an orthopedic support. 
While a preferred embodiment of the invention has been described using 
specific terms, such description is for illustrative purposes only, and it 
is to be understood that changes and variations may be made without 
departing from the spirit or scope of the following claims.