Car seat and connection system

Embodiments of a car seat include an outer protective shell, an inner seat, a suspension system connecting and permitting relative movement between the inner seat and the outer protective shell. The suspension system may include a plurality of deformable metal straps. Also, embodiments of a car seat system include a frame constructed to couple to a vehicle seat. The frame has a vertical portion that extends upwardly substantially along a vehicle seatback. The vertical portion extends at least half of the height of vehicle seatback. Also, the system includes a car seat constructed to couple to the frame.

BACKGROUND

The present disclosure relates to car seats. More particularly, the present disclosure relates to safety car seats. The safety car seats may be for infants or children, although this application is not limited thereto.

2. State of the Art

The most common cause of death for children aged 1-5 in developed countries is by accident, and the leading cause of death by accident is car accidents. When properly installed in passenger cars, child safety seats have been reported to reduce fatal injury by about 71% for children under age one and by about 54% for toddlers aged 1-4. Nonetheless, in the U.S. alone, over 250 children aged 0-4 are fatally injured every year while properly restrained in their car seats.

In addition, to the fatalities, every year, thousands of children who are properly restrained in car seats still sustain incapacitating injuries resulting from car accidents. By far the most common severe injuries are head injuries, including cerebrum injuries (contusions or lacerations), concussions, skull vault and skull base fractures, subarachnoid hemorrhages, and subdural hematomas. Other common severe injuries are thoracic (lung and rib), abdominal (bowel, liver, spleen, kidney), spine, and upper extremity (clavicle, humerus, radius/ulna) and lower extremity (pelvis, femur, tibia/fibula) injuries. The injury outcome in children can be worse than similar injuries sustained by adults, and children who suffer traumatic brain injuries can experience lasting or late-appearing neuropsychological problems. For example, frontal lobe functions develop relatively late in a child's growth, so that injury to the frontal lobes may not become apparent until the child reaches adolescence.

According to the U.S. National Highway Traffic and Safety Administration (NHTSA), children under the age of one should always ride in a rear-facing car seat that has a harness. While it is recommended that rear-facing seats be used as long as possible, it is recognized that children aged 1 and over will wish to face forward. NHTSA recommends that children aged 1-3 (and older if they have not reached a certain height and weight) use a forward-facing car seat with a harness and tether that limits the child's forward movement during a crash.

There are many types of car seats available for purchase. Infant seats recommended for children under age 1 are typically rear-facing. Many include a base that is belted or tethered into the car and a seat that can latch into the base. The seat often includes a handle so that the seat may be carried when it is unlatched from the base (i.e., from the car). A popular car seat option for infants as well as children is a “convertible” car seat that may be oriented in a rear-facing position and then “converted” to a front-facing position. Some convertible car seats may even convert into a booster seat for children weighing up to 100 pounds. Typically the convertible car seats are strapped into the car using the car seat-belt, or are anchored to the car frame directly using a LATCH (Lower anchors and Tethers for children) system. All car seats offer a harness for strapping the child into the seat. The usual harness is a five-point safety harness. The car seats tend to be formed from injection molded plastic, typically at least 5 mm (0.2 in) thick, and the seats (with base in the case of the infant seats) typically weigh 7 kgs (15.4 lbs) or more.

SUMMARY

According to one aspect of the disclosure, a car seat system includes a frame constructed to couple to a vehicle seat, and a car seat constructed to couple to the frame. The frame has a vertical portion that extends upwardly along a vehicle seatback. The vertical portion extends at least half of the height of the vehicle seatback. The frame may be constructed to couple to one or more car seats. At least one of the horizontal and vertical portions may be separable from the frame. Also, the horizontal and vertical portions may be pivotally coupled, so that the frame may be configurable between an open configuration and a closed configuration.

The car seat may include connections on its bottom side for coupling to the frame. The frame may include a latch extending from the horizontal portion to couple to the connections of the car seat. The latch may be coupled to a plurality of handles configured for actuation to selectively open the latch. The handles may be configured for sequential actuation to selectively open the latch. The plurality of handles may be configured to move in a direction substantially transverse to a direction of the latch to selectively open the latch.

The car seat system may include an angle adjustment member coupled to one of the vertical portion or the horizontal portion of the frame. The angle adjustment member may be constructed to adjust an angle between the vertical portion and the vehicle seatback. The adjustment member may be pivotally coupled to one of the horizontal portion or the vertical portion and may be constructed to rotate relative to the horizontal portion or the vertical portion to adjust the angle between the vertical portion and the vehicle seatback. The adjustment member may be configured to rotate eccentrically about a respective member of the horizontal portion or the vertical portion to which the adjustment member is pivotally coupled.

The system may include a tether connector and tether strap extending from said angle adjuster. The angle adjuster may be configured to at least partially store the tether strap in a coiled configuration. The angle adjuster may include a locking or unlocking belt retractor connected to the tether strap.

The car seat system may include a lap belt clamp coupled to the frame. The lap belt clamp may be configured in a locked and an unlocked configuration. The horizontal portion of the frame may define a lap belt pathway for routing a lap belt of a vehicle seatbelt across the horizontal portion. When the lap belt is received in the lap belt pathway, the lap belt clamp is locked and contacts the lap belt to aid in retaining the lap belt in the lap belt pathway.

According to another aspect of the disclosure, a car seat includes an outer protective shell, an inner seat, and a suspension system coupling and permitting relative movement between the inner seat and the outer protective shell, the suspension system suspending the inner seat substantially within the outer protective shell.

The suspension system includes a plurality of deformable metal straps coupling the inner seat to the outer protective shell. The straps may be formed as bands or straps. In their coupled configuration, the straps are curved or bent and are formed to suspend the inner seat from the outer protective shell. The straps may be formed of metals including aluminum and stainless steel.

In one embodiment the car seat may include a plurality of padding elements. The outer protective shell has an inner surface and the plurality of padding elements may be located on the inner surface of the outer protective shell and they may extend from the inner surface of the outer protective shell to the inner seat. At least one of the padding elements may always contact the inner seat.

Also, in one embodiment the inner seat has an outer surface and the plurality of padding elements may be located on the outer surface of the inner seat and they may extend from the outer surface of the inner seat to the inner surface of the outer protective shell. At least one of the padding elements may always contact the outer protective shell.

The car seat system may include at least one tether extending from the vertical portion for coupling to a vehicle anchor, and a plurality of mini-connectors extending from the horizontal portion for coupling to corresponding lower anchors and tethers (LATCH) anchors on the vehicle. One or more of the mini-connectors may be selectively laterally displaceable. The tether may include an adjustable length rigid portion extending from the vertical portion and a flexible portion extending from the rigid portion to a tether connector.

DETAILED DESCRIPTION

One embodiment of a car seat10is shown inFIG. 1. The car seat10includes an outer protective shell20, an inner seat30, and a suspension system40. The car seat10also includes a harness (not shown) attached to the inner seat30for securing a child to the inner seat30. The harness may be of a conventional construction and may extend through and around the inner seat30and is not directly attached to the outer protective shell20.

The inner seat30is connected to the protective shell20by the suspension system40such that the inner seat can move (float) a small amount relative to the protective shell20as described below. Thus, the outer shell20provides support for the seat30(via the suspension system40) but is not rigidly attached thereto. The outer protective shell20is adapted as described below to be coupled to a car seat mounting frame600(shown, for example, inFIG. 7, and described in greater detail below) that may itself be coupled to a vehicle seat700(e.g.,FIG. 7).

In one embodiment, the outer protective shell or frame20is made from a strong, light material such as carbon fiber or an aramid fiber such as KEVLAR (a trademark of DuPont, Wilmington, Del.), or any other strong, light material. In one embodiment, the shell20is constructed of multiple layers of carbon fiber, aramid fiber or a composite material. In another embodiment, the outer protective shell is formed from two separated layers of carbon fiber, aramid fiber or composite material (as seen, e.g., inFIG. 4) sandwiching a honeycomb, foam, or corrugated material (not shown). In other embodiments, the shell20is constructed of one or more of polycarbonate, polypropylene, ABS resin, and fiberglass. One function of the shell20is to provide support for the seat30via the suspension system40. Another function of the shell20is to provide protection from intrusion by exterior objects.

In one embodiment the shell20provides side and back walls20a-20cand a front wall20dthat connects the side walls20a,20bat the front of the car seat. The back wall20cprovides a high back compared to the front wall20d, which is low. The side walls are contoured to extend from the back to the front. The front, back and side walls provide an upper edge21to which or over which a seat cover may be attached as described hereinafter. All walls may be rounded to eliminate edges so there may be no exact delineation of the front, side, and back walls.

Shell20also defines a series of attachment points for attaching straps (bands)40a-40hof the suspension system40. In the embodiment shown inFIG. 1, eight attachment points24a-24hare defined on the inner side of the outer shell20, including two attachment points24a,24btowards the top of side walls20a,20b, two attachment points24c,24dtoward the bottom of the side walls20a,20b, two attachment points24e,24fin the bottom of the front wall20dof the car seat, and two attachment points24g,24hat the top of the back wall20c. In the embodiment shown inFIG. 1, all of the straps40a-40hare formed as continuous bands. Each band40a-40his attached to a respective one of the eight attachment points24a-24h. In at least one embodiment, a certain length of each band40a-40hmay be in contact with the attachment points24a-24h. The bands40a-40hmay be attached to the outer protective shell20with fasteners, such as rivets, at the respective attachment points24a-24h.

Also, the bands40a-40hare attached to respective attachment points30a-30hlocated on the outer surface of the inner seat30. The bands40a-40hmay be attached to the inner seat30with fasteners, such as rivets, at the respective attachment points30a-30h. Thus, when each band40a-40his connected between the inner seat30and the outer shell20, each band40a-40his connected at two locations: an attachment point on the inner seat30; and an attachment point on the outer protective shell20. The continuous banded configuration of each band40a-40hmay allow each band to act like a spring. In one embodiment the bands40a-40hmay be formed of metals including aluminum and stainless steel. In one embodiment, one or more of the bands40a-40hmay be formed one or more of plastic, carbon fiber, and composite.

The outer dimensions of the shell20may vary widely. The shell20may be between 40 and 70 cm wide, or even narrower or wider, and between 20 and 60 cm deep, or even shallower or deeper, and between 50 and 80 cm high, or even shorter or taller. In one exemplary embodiment the outer dimensions of the shell is 50 cm wide (plus or minus 5 cm), 28 cm deep (plus or minus 3 cm), and 68 cm high (plus or minus 7 cm).

The inner seat30is scooped in shape with a relatively high back, a deep seat area (for the buttocks), and a slightly rising surface for the thighs and legs. In one embodiment, the inner seat30is a protective seat made from a multi-layered construction. In one embodiment the inner seat includes a flexible hard outer shell layer, a cushioning spacer layer, and uniform foam layer, and an attached fabric or leather layer. The cushioning spacer layer neither covers the entire inside of the hard outer shell layer, nor the entire outside of the uniform foam layer. The fabric or leather layer can extend beyond the inner seat and attaches to the edge21of the shell20but does not inhibit seat30from moving relative to the shell20. In another embodiment the multi-layered construction of the inner seat includes (from outside to inside) a hard outer shell layer, a cushioning spacer layer, and a uniform foam layer. An optional plastic, leather, or fabric layer (not shown) may be provided over the foam layer. A separate removable seat cover can be provided that extends over the seat30and attaches to the edge21of the shell20. Again, the separate removable seat cover would not inhibit seat30from moving relative to the shell20. The inner seat construction may be arranged to redirect energy transmitted from the outer shell along a circuitous path so as to absorb the energy.

All dimensions of the inner seat30are generally chosen to be smaller than the dimensions of the shell20. Thus, inner seat30is suspended substantially within the shell20and generally protected by the shell20.

The construction of the inner seat30and the outer shell20may be the same as described in U.S. patent application Ser. No. 13/785,555, filed Mar. 5, 2013, the entire contents of which are incorporated by reference as if set forth herein in their entirety.

The suspension system40functions to suspend the inner seat30relative to the outer shell20and to thereby act as a shock absorber/isolator between the shell20and the seat30. In one embodiment, the suspension system40is an eight point suspension system with eight straps40a-40h. Some or all of the straps40a-40hmay be the same length or size.

The embodiment of the car seat10described with referenceFIG. 1provides a highly protective, safe, and strong car seat system. In particular, because of the suspension system40, in case the car in which the car seat10is anchored is in an accident that causes sudden acceleration and/or deceleration of the car, force that is applied to the shell20which is coupled to the car is not completely transferred to the inner seat30and is therefore not applied to the occupant of the seat10. More particularly, in the case of an accident, regardless of the direction in which the seat10is facing and regardless of whether the result is a sudden acceleration and/or deceleration, the inner seat30may move inside the shell, and the suspension system40may absorb some, much, or all of the energy. The inner seat30will swing inside the shell20to the extent allowed by the deformation of the straps40a-40hof the suspension system40(it being appreciated that the fabric or leather covering will easily comply). Thus, if the impact is severe enough, the energy imparted to the straps40a-40hmay cause the straps to elastically and/or permanently deform, in which case the inner seat30may translate in addition to swing. More specifically, during a collision, the inner seat30can push one or more of the straps40a-40hagainst the outer shell20so as to bring the attachment points24a-24hand30a-30htowards each other. Also, the inner seat30can pull on the straps40a-40hso as to move the attachments points24a-24haway from each other. In either case, the straps40a-40hmay act like springs that may absorb energy by deforming in response to forces imparted by relative movement between the inner seat30and the outer protective shell20. Moreover, the energy imparted to the straps40a-40hcan be stored as potential energy during an impact and, if the straps are not permanently deformed, the straps40a-40hcan convert that potential energy into kinetic energy so that the straps40a-40hrecoil towards their undeformed, initial position shown inFIG. 1.

Some, most, or all of the energy that is transferred from the shell20to the inner seat30will be absorbed by the seat10itself rather than transferred to the occupant of the seat. Furthermore, should the accident cause dislocation of the interior of the car or should an object hit the shell of the car seat, the shell20is of extremely high strength and will remain structurally intact in almost all circumstances. Thus, the occupant of the car seat10will not be crushed and will be protected by the foam padding of the seat10. Further yet, it should be appreciated that the described car seat system will be light in weight (e.g., under 4 kg; and possibly around 3 kg).

FIG. 5shows a view of the car seat10from its front side20dand a bottom side20f. A recessed rounded surface20gthat extends laterally between sides20ito20jis formed in the bottom side20fof the outer protective shell20. Surface20gand sides20iand20jdefine a front recess20hthat is formed substantially at a corner of the front surface20dand the outer bottom surface20fof the outer shell20. Thus, the recessed rounded surface20gextends from the front wall20dto the bottom side20f. Also, a front bar20kextends across the front recess20hbetween the sides20iand20j. As will be described in greater detail below, the front bar20kis constructed to engage hooks602of a car seat mounting frame600(FIG. 6).

Also formed in the bottom side20fof the outer shell20, opposite the front recess20h, is a recessed rounded surface20mthat extends from sides20pto20q. The surface20mand sides20pand20qdefine a rear recess20nthat is formed substantially at the corner of the rear wall20cof the outer shell20and the bottom side20f. Also, a rear bar20rextends across the rear recess20nbetween sides20pand20q. As will be described in greater detail below, the rear bar20ris constructed to couple to a latch601of a car seat mounting frame600shown inFIG. 6. As shown inFIG. 7, and as will be described in greater detail below, the car seat10is constructed to be coupled to the car seat frame600, thus providing an indirect connection system for coupling the car seat10to a vehicle.

Also, to comply with U.S. federal regulations requiring that the car seat10be configured for direct connection (without a frame such as frame600) to a motor vehicle seat and an airplane seat, the car seat10may include lap belt routing clips (not shown) located on upper edges of the sides20aand20bof the outer shell20, and a shoulder belt routing clip (not shown) located on an outer side of the rear wall20cof the outer shell20. The lap belt routing clips are configured to route a lap belt portion of a motor vehicle three-point seatbelt or an airplane lap belt across the car seat10and the shoulder belt clip is configured to route a shoulder belt portion of a motor vehicle three-point seatbelt. In the case of an airplane, only a lap belt is generally provided. Thus, where no shoulder belt is provided, the afore-mentioned lap belt shoulder clips are not used for connecting the car seat10to an airplane seat.

FIGS. 2 to 4show an alternate embodiment of a car seat110that is similar to car seat10ofFIG. 1, with similar elements numbered similarly but increased by “100”.

Car seat110includes an outer protective shell120, an inner seat130, a suspension system140. The car seat110also includes a harness (not shown) attached to the inner seat130for securing a child to the inner seat130. The harness may be of a conventional construction and may extend through and around the inner seat130and is not attached to the outer protective shell120. The protective shell20is adapted to be coupled to a car seat mounting frame, such as frame600(FIG. 6). The inner seat130is connected to the protective shell120by the suspension system140such that the inner seat130can move (float) a small amount relative to the protective shell120as described below. Thus, the outer shell120provides support for the seat130(via the suspension system140) but is not rigidly attached thereto.

In one embodiment the shell120provides side and back walls120a-120cand a front wall120dthat connects the side walls120a,120bat the front of the car seat110. The back wall120cprovides a high back compared to the front wall120d, which is low. The side walls are contoured to extend from the back to the front. The front, back and side walls provide an upper edge121to which or over which a seat cover may be attached as described hereinafter. All walls may be rounded to eliminate edges so there may be no exact delineation of the front, side, and back walls.

Shell120also defines a series of attachment points124a-124hfor attaching straps140a-140hof the suspension system140. In the embodiment shown, eight attachment points124a-124hare defined on the inner side of the outer shell120, including two attachment points124a,124btowards the top of side walls120a,120b, two attachment points124c,124dtoward the bottom of the side walls120a,120b, two attachment points124e,124fin the bottom of the front wall120dof the car seat, and two attachment points124g,124hat the top of the back wall120c.

In the embodiment shown inFIGS. 2 to 4, straps140a-140dare formed as discontinuous strips and straps140e-140hare formed as continuous bands. In one embodiment the straps140a-140hmay be formed of metals including aluminum and stainless steel. In one embodiment, one or more of the straps140a-140hmay be formed one or more of plastic, carbon fiber, and composite. Each band140e-140his attached to a respective one of the attachment points124e-124hand each strap140a-140dhas a first end attached to the outer protective shell at corresponding attachment points124a-124d. In at least one embodiment, a certain length of each band140e-140hmay be in contact with the attachment points124e-124h. The straps140a-140hmay be attached to the outer protective shell120with fasteners, such as rivets.

Also, the straps140a-140hare attached to respective attachment points130a-130hlocated on the outer surface of the inner seat130. The straps140a-140hmay be attached to the inner seat130with fasteners, such as rivets, at the attachment points130a-130h. Specifically, each band140e-140his attached to a respective one of the attachment points130e-130hand each strap140a-140dhas a second end attached at corresponding attachment points130a-130d. In at least one embodiment, a certain length of each band140e-140hmay be in contact with the attachment points130e-130h. Thus, when each strap140a-140his connected between the inner seat130and the outer shell120, each strap140a-140his connected at two locations, one attachment point on the inner seat130and one attachment point on the outer protective shell120.

The inner seat130may have the same construction as that of the inner seat30, described above. Also, the outer protective shell120may have the same construction as that of the outer protective shell20, described above.

FIG. 2also shows a view of the bottom side20fof car seat110. The outer protective shell120has, formed in its bottom side120f, a recessed rounded surface120gthat extends laterally between sides120ito120j. Surface120gand sides120iand120jdefine a front recess120hthat is formed substantially at a corner of the front surface120dand the outer bottom surface120fof the outer shell120. Thus, the recessed rounded surface120gextends from the front wall120dto the bottom side120fAlso, a front bar120kextends across the front recess120hbetween the sides120iand120j. As will be described in greater detail hereinbelow, the front bar120kis constructed to engage hooks602of a car seat mounting frame600(FIG. 6).

Also formed in the bottom side120fof the outer shell120, opposite the front groove120h, is a recessed rounded surface120mthat extends from sides120pto120q. The surface120mand sides120pand120qdefine a rear recess120nthat is formed substantially at the corner of the rear wall120cof the outer shell120and the bottom side120f. Also, a rear bar120rextends across the rear recess120nbetween sides120pand120q. As will be described in greater detail below, the rear bar120ris constructed to couple to a latch601of a car seat mounting frame600shown inFIG. 6. As shown inFIG. 7, and as will be described in greater detail below, the car seat10is constructed to be coupled to the car seat frame600, thus providing an indirect connection system for coupling the car seat110to a vehicle.

FIG. 8shows the car seat mounting base600, to which either of the car seats10and110can be removably connected in the same manner. For simplicity of discussion, only car seat10will be mentioned with reference to the mounting frame600. However, it will be appreciated that similar elements of car seat110numbered similarly to car seat10interact with the frame600in the same way as those elements of car seat10.

FIG. 8shows the frame600ofFIGS. 6 and 7in greater detail. The frame600, includes a substantially vertical (within about 25 degrees of vertical) portion603and a substantially horizontal (within about 25 degrees of horizontal) portion604, which extend from one another at a fixed angle. In one embodiment, the angle is approximately 97 degrees (it being noted that the term “approximately” as used herein in the specification and claims with respect to angles includes plus or minus 3 degrees). In the embodiment shown inFIGS. 6 to 8the vertical portion603and the horizontal portion604are both generally u-shaped members. Of course, it will be appreciated that in other embodiments of the frame the horizontal and vertical portions may have other forms other than u-shaped. For example, the vertical and horizontal portions603and604may be generally planar.

The frame600may be formed of metal, such as aluminum. Of course, in other embodiment, the frame may be formed of other metals, such as titanium, or non-metals, such as carbon fiber and plastic. Also, the horizontal and vertical portions604and603may be hollow or may be solid. For example, in one embodiment, the horizontal and vertical portions604and603are formed of tubular aluminum having a wall thickness of about 2 mm and an outer diameter of about 31.75 mm. It should be appreciated that for purposes herein, the term “tubular” does not require that a cross-section be round, as the tubular element may take any of many shapes.

The horizontal portion604has a cross bar605at a proximal end606of the horizontal portion604. A pair of connectors607, such as mini-connectors, extends from the cross bar605. The connectors607are free to rotate with the cross bar605, as shown, for example, inFIGS. 6A to 6C. The connectors607are constructed to couple to LATCH anchors of the vehicle seat700, as shown inFIG. 8. In one embodiment, the vertical and horizontal portions603and604, and cross bar605are formed of a metal, such as aluminum, and may be solid or tubular in form.

The vertical portion603of the frame extends to a height that is more than half the height of the seatback700a. In at least one embodiment, the vertical portion603extends substantially (e.g., more than about 75%) the entire length of seatback700a. Without being bound by theory, it is posited that the extension of the vertical portion603along substantially the entire length of the seatback700acontributes to energy absorption by the car seat frame600during a vehicle impact. The energy absorption by the car seat frame600can reduce the energy imparted to the car seat10and, consequently, to a child seated in the car seat. Thus, it is believed that the height of the vertical portion603improves the isolation of the car seat10from the vehicle, which can thereby reduce energy transfer to the car seat10during vehicle impact.

Also, the vertical portion603of the frame600extends upwardly substantially along the seatback700a. In this regard, it will be appreciated that the vertical portion603extends upwardly substantially along the seatback700awhen it extends flush with the seatback700a(i.e., at angle of 0 degrees with respect to the seatback700a) or at a non-zero angle of up to 25 degrees with respect to the seatback700a.

At least one tether608extends from the vertical portion603to a seatback anchor (not shown). The seatback anchor may be located near the top of the seatback700a(e.g., near the headrest), on the back of the seatback700aitself, or behind the seatback700aon a frame member of the seat or vehicle below the seatback, such as shown inFIG. 9. As shown inFIGS. 8 and 9, two tether straps608extend upward from the vertical portion603of the frame and curve around the top of the seatback700a. The two tether straps608are joined together and connect to a third strap609that terminates with a connector610that is constructed to connect to an anchor on the seat700or, possibly, an anchor on the floor of the vehicle interior. The separation of the two tether straps608allows them to fit around a vehicle headrest (not shown) that may extend from the top of the seatback700abehind the vertical portion603of the frame600, although such a headrest is not shown inFIGS. 8 and 9for purposes of ease of illustration.

The frame600has mounting hooks602mounted between sides of the horizontal portion604. The mounting hooks602are disposed between the cross bar605and the latch601, which is at a distal end611of the horizontal portion604. The mounting hooks602and the cross bar605are located relatively close together such that both will fit within the front groove20hon the bottom side20fof the car seat10when the frame600and car seat10are coupled together, as shown inFIG. 7, and as will be described in greater detail hereinbelow.

FIG. 10illustrates further details of the hooks602. The hooks602have a base602athat is connected to a cross plate612that extends between sides of the horizontal portion604of the frame600. Each hook602extends from its base602ain a direction towards the cross bar605. Each hook has an inner surface602bthat defines a slot602cthat has a proximal, open end602dopposite the base602a. The inner surface602bcurves downwardly and in a distal direction from the proximal end of the slot602c. The slot602cis constructed to align with and receive the front bar20kwhen the car seat10is being coupled to the frame600. For example, during a coupling procedure, the front rod20kis aligned with the proximal open end602dand then the car seat10is moved distally and downwardly toward the horizontal portion604of the frame600, guided by the inner surface602b. As the front rod20kslides distally and downwardly in the slot602c, the front recess20hon the bottom20fof the car seat10aligns with the cross bar605until the surface20gis seated against or is over the cross bar605.

FIGS. 11A and 11Billustrates further details of the frame600and latch mechanism601. The latch601has internal hooks601athat can move within a slotted passageway601b. The hooks601aare constructed to be biased (e.g., by a spring, not shown) in a position that blocks or otherwise closes the passageway601b, as shown inFIG. 11A. The hooks601acan be operatively displaced out of their blocking or closed position, as shown inFIG. 11B, to open the passageway601bfor insertion or removal of the rear rod20rof the car seat10, as will be described in greater detail below.

FIG. 12shows a section view of the latch601along section12-12inFIG. 11. As shown inFIG. 12, the latch601includes a handle601cthat is coupled to the hooks601aby a linkage601d. The hooks601aare hingedly coupled to the latch601at a pivot601e. InFIG. 12the handle601cis pulled distally to rotate the hooks601aabout the pivot601eto open the passageway601b. A distal surface601jof the latch601may be recessed adjacent to the handle601cto provide access to a proximal facing surface of the handle601c. As previously mentioned, the hooks601amay be biased by a spring or other biasing means so that when the handle601cis released, the hooks601amay return to their closed position shown inFIG. 13A.

In addition to moving the hooks601awith the handle601c, the hooks601acan also be temporarily moved from the closed position to the open position by being pushed on by the rear bar20rof the car seat10when the car seat10is connected to the frame600. For example, as shown inFIG. 13A, the hooks601ahave a curved or angled outer surface601fat an end601gof the hook601a. The angled outer surface601fextends downwardly and proximally in the passageway601b. The angled outer surface601fis a bearing surface on which the rear bar20rcan act, as shown inFIG. 13B.

Specifically, during a coupling procedure to couple the car seat10to the frame600, the rear bar20rcan be aligned with the passageway601b, as shown inFIG. 13B, and can be pushed down on the curved surface601f. The pushing of the rear bar20ron the angled outer surface601fcauses the rear bar601bto rotate towards the open position, as shown inFIG. 13C. As the rear bar20ris pushed further downward, it passes the angled outer surface601fso that the biasing force acting on the hooks601acause the hooks601ato return to their closed position, thereby locking the rear bar20rto the latch601, as shown inFIG. 13D. The car seat10can be uncoupled from the frame600by pulling distally on the handle601cto displace the hooks601ato the open position while the car seat10is moved upwardly and proximally so that the front rod20kis slid out of slot602cwhile the rear rod20ris slid out of passageway601b.

The car seat10and the frame600provide for a relatively quick and easy way to connect and disconnect the car seat to a vehicle. Before connecting the car seat10to the frame, a user first connects the frame600to the vehicle seat700as described above. During connection of the seat10to the frame600, a user positions the car seat10over the frame600as shown inFIG. 14. The user first aligns and engages the front bar20kwith the opening602dof the slot602cof the hooks602and pulls the seat10slightly in the distal direction to align the rear bar20rwith the passageway601bof the latch601. The user then slides the car seat10further distally and pushes downwardly so that the front bar20kslides down slot602con surface602bwhile the rear bar20rpushes on hooks601ato open the hooks, as discussed above. When the rear bar20ris moved further downward, the hooks601aclose, as discussed above, thereby locking the car seat10to the frame600. The car seat10can be easily disconnected from the frame600by pulling distally on the handle601cwhile displacing the car seat10proximally and upwardly and reversing the travel direction of the car seat10during its attachment to the frame600, as shown inFIG. 15. Once the front rod20kpasses the open end602dof slot602c, the car seat10can be lifted straight up and taken out of the vehicle.

It will be appreciated that various vehicles may have varied seat dimensions and angles between the seatback and the seat. For example,FIG. 16Ashows various automobile rear seat dimensions for a sample of automobiles. As seen inFIG. 16B, for the sample of automobiles listed inFIG. 16A, the angle between the seatback and the seat averages about 103.5 degrees and the average seatback height, h, is 33.653 inches.FIG. 17further illustrates the vehicle data in the table inFIG. 16and shows minimums and maximums for the seat angle and seat depth. For example, the seat angle ranges between 6.7 degrees to 18 degrees and the seat depth ranges from 17.717 inches to 27.165 inches. The data show that the maximum seatback recline angle is 25 degrees. Therefore, for the vehicles listed inFIG. 16, the maximum angle between the seatback and the bench is 108.3 degrees and the minimum angle between the seatback and the bench is 97 degrees. As noted above, in one embodiment, the fixed angle between the vertical portion603and the horizontal portion604of the frame600is approximately 97 degrees. Thus, for at least that embodiment of the frame600, the frame600will have the minimum angle to fit between the seatback and the seat of all of the vehicles in the list inFIG. 16B.

It will be appreciated, however, that for vehicle seat configurations where the an angle between the seat and seatback is greater than approximately 97 degrees, setting the frame600with the horizontal member604on the seat700bwill result in the vertical portion603not extending flush with the seatback700a. Instead, the vertical portion603will extend at an angle with respect with the seatback700aleaving a gap therebetween. This gap can be undesirable because it may reduce the isolation between the car seat10and the vehicle when the car seat10is connected to the frame600. Without being bound by theory, it is possible that maintaining the vertical portion603flush to the seatback700acan significantly enhance the isolation between the seat10and the vehicle. For example, spacing the vertical portion603from the seatback700aprovides the frame600a range of rotational motion about the connectors607that would allow the car seat to accelerate unimpeded for a certain amount of time before contacting the vehicle seatback700a. However, maintaining the vertical portion603in contact with the seatback eliminates the range of motion.

To provide frame adjustment for varied vehicle seat angles, an alternative embodiment of a frame800is provided.FIG. 18shows frame800, which is similar to frame600ofFIG. 8, with similar elements numbered similarly, but increased by “200”. The frame800includes a vertical portion803and a horizontal portion804extending at a fixed angle with respect to the vertical portion. In the embodiment shown inFIG. 18, the fixed angle is approximately 97 degrees. The frame800is shown seated against a vehicle seat900whose seatback900aand seat900bare angled at approximately 97 degrees with one another. Accordingly, the horizontal portion804and the vertical portion803extend flush, respectively, with the seat900band the seatback900a.

The frame800also includes an adjustment member840that is coupled to the horizontal portion804. The adjustment member840is pivotally connected to the horizontal portion804about a axle841. The adjustment member840may swing through the horizontal portion804of the frame800so that an upper side of the adjustment member840may be disposed above the horizontal portion804when a lower side of the adjustment member840is flush with the seat900, as is shown inFIG. 18. In one embodiment, the adjustment member840is biased to rotate downward away from the horizontal portion804of the frame800. For example, a spring may be used to bias the adjustment member840. Also, in another embodiment, the adjustment member840can be manually set in one rotated position about axle841relative to the horizontal portion804and fixed in that position, such as with fasteners and the like.

FIG. 19shows the frame800ofFIG. 18seated against a seat1000having a seatback1000aand a seat1000bthat are angled at an angle that is greater than 97 degrees. As noted above, the frame800has an angle of 97 degrees between the horizontal and vertical portions804and803. Therefore, without any adjustment of the angle of the frame800with respect to the seat1000, if the horizontal portion804was positioned flush with the seat1000binFIG. 19, there would be a gap between the vertical portion803and the seatback1000a. To eliminate that gap, the adjustment member840is rotated downwardly about axle841sufficiently to contact the seat1000band rotate the entire frame800so that the vertical portion803lies flush against the seatback1000a.

FIG. 20shows another embodiment of a frame1100, which is similar to frame600ofFIG. 8, with similar elements numbered similarly but increased by “500”. The frame1100includes a vertical portion1103and a horizontal portion1104extending at a fixed angle with respect to the vertical portion. In the embodiment shown inFIG. 20, the fixed angle is approximately 97 degrees.

The frame1100also includes an adjustment member1140that is coupled to the horizontal portion1104. The adjustment member1140is pivotally connected to the horizontal portion1104about a pivot1141. The adjustment member1140may swing down from the horizontal portion1104of the frame1100to adjust the angle between the vertical portion1103and a seatback of a vehicle. The adjustment member1140may biased to rotate downward away from the horizontal portion1104of the frame1100. For example, a spring may be used to bias the adjustment member1140. Also, the adjustment member1140may be manually set in one position relative to the horizontal portion1104and fixed in that position, such as with fasteners and the like.

As shown inFIG. 21, in an undeployed position the adjustment member1141may be completely concealed by the horizontal portion1104of the frame1100. For example, in a case where the angle between the horizontal portion1104and the vertical portion1103of the frame1100is the same as the angle between the seatback and seat of a vehicle, no angle adjustment is needed and, therefore, the adjustment member1140remains concealed in its non-deployed position, shown inFIGS. 20 and 21. It will be appreciated that in the undeployed position, the adjustment member1140does not extend from a lower side1104aof the horizontal portion1104of the frame1100, so as not to alter the orientation of the frame1100with respect to the seat on which the frame is seated.

FIGS. 22 to 24illustrate adjustment of the frame1100in three different vehicle seats in which the angles between the seatback and the seat vary and are all greater than the angle between the horizontal portion1104and the vertical portion1103, which is 97 degrees.

InFIG. 22, the angle between a seatback1200aand a seat1200bof a vehicle seat1200is 100.5 degrees. To adjust for the larger angle of the vehicle seat, the adjustment member1141is rotated downwardly from the horizontal portion1104about pivot1141until the vertical portion1103is flush with the seatback1200a. InFIG. 22, the adjustment member1140rotates the vertical portion11033.5 degrees in the counterclockwise direction so that the vertical portion1103is flush with the seatback1200a.

InFIG. 23, the angle between a seatback1300aand a seat1300bof a vehicle seat1300is 103 degrees. To adjust for the larger angle of the vehicle seat1300, the adjustment member1141is rotated downwardly from the horizontal portion1104about pivot1141until the vertical portion1103is flush with the seatback1300a. InFIG. 23, the adjustment member1140rotates the vertical portion11036 degrees in the counterclockwise direction so that the vertical portion1103is flush with the seatback1300a.

InFIG. 24, the angle between a seatback1400aand a seat1400bof a vehicle seat1400is 107 degrees. To adjust for the larger angle of the vehicle seat1400, the adjustment member1141is rotated downwardly from the horizontal portion1104about pivot1141until the vertical portion1103is flush with the seatback1400a. InFIG. 24, the adjustment member1140rotates the vertical portion110310 degrees in the counterclockwise direction so that the vertical portion1103is flush with the seatback1400a.

While the adjustment member840of frame800and adjustment member1140of frame1100have been described as being coupled, respectively, to the horizontal portions804and1104and deployed therefrom, it will be appreciated that such adjustment members840and1140may alternatively be coupled to and deployed from the vertical portions803and1103, respectively, of frames800and1100.

FIG. 25shows another embodiment of a frame1300, which is similar to frame600ofFIG. 8, with similar elements numbered similarly but increased by “700”. The frame1300includes a vertical portion1303and a horizontal portion1304extending at a fixed angle with respect to the vertical portion1303. In the embodiment shown inFIG. 25, the fixed angle is approximately 97 degrees. The frame1300also has a latch1301for coupling to a car seat like car seats10and110, and has mini-connectors1307for connecting to LATCH vehicle anchors, as described above.

The vertical portion1303is separable from the frame1300, as shown inFIG. 25. As shown inFIG. 25, the vertical portion1303is formed as a generally u-shaped member having free ends1303athat are tubular. The vertical portion extends from the free ends1303ato a distal end1303b. The ends1303aare slightly tapered to fit snugly within slightly larger, open tubular ends1350aof a corner portion1350of the frame1300. The corner portion1350extends from a cross bar1305that extends across sides of the horizontal portion1304at a proximal end thereof, and which is arranged generally as a u-shaped member. The vertical portion1303and/or the corner portion1350may incorporate a locking feature to retain the vertical portion1303and the corner portion1350together when the vertical portion1303and corner portion1350are joined together. For example, one or more spring-biased pins between the ends1303aand1350amay be used to lock the vertical portion1303with the corner portion1350and the pins may be used (such as by pushing them against the spring force) to unlock those portions when a user wishes to separate them, such as for storage of the frame1300.

In that regard,FIGS. 26A and 26Bshow the frame1300in two respective stowed configurations for travel or storage. InFIG. 26A, the vertical portion1303is stowed in a first configuration above the horizontal portion1304. When in the first stowed configuration, the ends1303aare adjacent to ends1350awhile distal end1303bis adjacent to a top side of the latch1301. InFIG. 26B, the vertical portion1303is stowed in a second configuration below the horizontal portion1304. When in the second stowed configuration, the end portions1303aare adjacent to connectors1307while distal end1303bis adjacent to a bottom side of the latch1301.

It will be appreciated that in at least one other embodiment, other portions of the frame1300may be separable in addition to, or instead of the vertical portion1303. For example, the horizontal portion1304may be separable from the cross bar1305.

FIG. 27Ashows an embodiment of a car seat mounting frame2000shown installed in a vehicle seat2010having a horizontal seat2010aand a seatback2010b. The frame2000includes a vertical portion2003and a horizontal portion2004extending at an angle with respect to the vertical portion2003. In the embodiment shown inFIG. 27A, the angle is approximately 97 degrees. The frame2000has a set of rear and front latches2001aand2001bthat are configured for coupling a car seat2020(FIG. 27B), which may be constructed like car seats10and110described above, to the frame2000. The frame2000has an angle adjuster2008to adjust the angle of the frame2000relative to the vehicle seat2010, as will be described in greater detail below. Also, the angle adjuster2008may include a tether strap2009connected to a tether connector2011. The tether strap2009includes an adjustment buckle2009a, such as is illustrated inFIG. 27A, to tighten the tether strap2009after it is connected to a tether anchor of the vehicle. The frame2000may also have a cover2006, which will be described in greater detail below.

FIG. 27Bshows the car seat mounting frame2000ofFIG. 27Awithout the vehicle seat2010, but with the car seat2020seated on and connected to the frame2000. The frame2000has mini-connectors2007for connecting to vehicle LATCH anchors, as described above. The connectors2007may be laterally (horizontally) spaced apart by about 11 inches, which is standard for LATCH vehicle anchors. The connectors2007may be extended for use as shown inFIG. 27Bor retracted in the direction of the arrows A inFIG. 27Bfor storage. As shown inFIG. 27Bthe car seat2020is oriented so that an occupant of the car seat2020faces towards the vertical portion2003of the frame2000(i.e., rearward facing in the vehicle).

The adjuster2008is shown as a generally cylindrical member extending horizontally across the top of the vertical portion2003of the frame2000. The adjuster2008may be configured to rotate eccentrically with respect to a horizontal axis A-A (FIG. 27A) and to lock into a rotated position relative to that axis. In one embodiment the adjuster2008may be adjusted up to 180 degrees about axis A-A.

FIG. 28Ais a side elevation view of the car seat mounting frame2000with the angle adjuster2008rotated and locked in a first position so that the horizontal portion2004of the frame2000is substantially flush with the vehicle seat2010a. In the first position of the adjuster2008shown inFIG. 28A, a majority of the adjuster2008is disposed forward of axis A-A and the vertical portion2003of the frame2000.FIG. 28Bshows the frame2000is adjusted to fit in a vehicle where the angle between a seatback2010b′ and a seat2010a′ is larger than the angle between the seatback2010band the seat2010ainFIG. 28A. In order for the horizontal portion2004of the frame2000to lie substantially flush with the vehicle seat2010a′ inFIG. 28B, the adjuster2008is rotated and locked into a second position in which a majority of the adjuster2008is disposed between the seatback2010b′ and the vertical portion2003of the frame2000(i.e., behind axis A-A).

It will be appreciated that although the adjuster2008is shown being connected to the vertical portion2003of the frame2000, it may alternatively be connected to the horizontal portion2004of the frame2000, such as at a front end thereof. Adjustments to such a horizontally mounted adjuster can adjust the angle between the vertical portion2003and the vehicle seatback2010a.

FIG. 29Ashows an exploded isometric view of the adjuster2008shown inFIGS. 27A to 28B. As shown inFIG. 29A, a locking arrangement2200may be mounted to the frame to lock the adjuster2008in a position relative to axis A-A. The locking arrangement may include at least one sprocketed hub2201that is configured for selective axial movement along axis A-A to engage or disengage a mating sprocketed circumferential surface2008adefined in the side(s) of the adjuster2008. The hub2201may have a handle2201ato be grasped by a user to slide the hub2201for selective engagement or disengagement. As shown inFIG. 29A, the hub2201is disengaged from the surface2008aof the adjuster2008so that the adjuster may be eccentrically rotated about axis A-A. When the adjuster2008is rotated into a position about axis A-A so that the horizontal portion2004of the frame2000is substantially flush with the vehicle seat2010b, the user may selectively slide the hub2201into engagement with the surface2008aof the adjuster2008to lock the adjuster2008into its adjusted position. The hub2201may be spring loaded such that the axial movement of the hub2201may be biased toward the engaged or locked position so that once the handle2201ais released by a user, the hub2201will be spring loaded to engage the surface2008aof the adjuster2008to automatically lock the adjuster2008in a position about axis A-A. Also, as shown inFIG. 29B, there may be hubs2201and surfaces2008aon both sides of the adjuster2008, which may provide additional resistance against rotation of the adjuster2008when it is locked in position.

Also,FIG. 29Bshows tether strap2009wound as a spool in a retracted position about a retractor2014that is partially housed by the adjuster2008. More specifically, the retractor is located in an annular groove formed in the adjuster2008. The retractor2014may be embodied as a locking retractor and may be configured to exert a constant tension on the tether strap2009when it is extended and connected to a tether anchor of the vehicle, when the frame2000is installed in a vehicle. Alternatively, the retractor2014may be a non-locking retractor or simply a wound spool.

The frame2000may be collapsible or foldable, such as for ease of storage and travel. For example,FIG. 30Ais an isometric view of the car seat mounting frame2000shown in a first, fully opened configuration andFIG. 30Bis a view of the car seat mounting frame2000reconfigured in a second, fully closed or folded configuration. The frame2000may have one or more hinged latches2030to selectively control the reconfiguration of the frame2000between its open and closed configurations. The latches2030are configured to disengage a retaining mechanism (not shown) for retaining the frame2000in the open and/or closed positions. The latch(es)2030may have a user-actuated button2030a, as shown inFIG. 30A, to disengage the retaining mechanism. As shown inFIG. 30A, two latches2030are provided on opposite lateral sides of the vertical portion2003of the frame2000. The buttons2030aof the latches2030may be depressed by a user to disengage the aforementioned retaining mechanism that retains the vertical portion2003in its upright position shown inFIG. 30A. Once the latches2030are depressed, the vertical portion2003is permitted to be reconfigured to its closed configuration by raising the vertical portion2003in the direction of arrows A until a stop2030bof the vertical portion2003engages an upper end of a slot2030c, and then rotating (folding) the vertical portion2003about the stop2030btowards the horizontal portion2004in the direction of arrow B so that the frame2000assumes the second, closed configuration illustrated inFIG. 30B.

In the closed configuration, the adjuster2008may be in contact with a surface2006aof the cover2006. To reconfigure the frame2000from the closed configuration to the open configuration, a user may reverse the steps for closing the frame, i.e., rotating the vertical portion2003in a direction opposite arrow B and then lowering the vertical portion2003in a direction opposite arrows A until the latches2030engage the retaining mechanism.

When in the closed configuration, the frame2000may be retained in the closed configuration by a releaseable strap, clip, or other releaseable means (not shown) connecting the vertical portion2003and the horizontal portion2004in fixed relative position. Alternatively, in one embodiment, the latch(es)2030may also be configured to automatically re-engage the retaining mechanism when the frame2000is in the closed configuration to prevent inadvertent opening of the frame2000. In such an embodiment, to reconfigure the frame2000from the closed configuration shown inFIG. 30Bto the open configuration shown inFIG. 30A, the latches2030may be actuated again, such as by depressing buttons2030ato disengage the retaining mechanism, so that the vertical portion2003may be rotated and lowered as described above.

The frame2000may be configured to be connected to a vehicle seat either by mini-connectors2007or by vehicle seatbelt straps (not shown) that are part of the vehicle. Vehicle seatbelt straps may be used for the connection of the frame2000in vehicles that do not have LATCH anchors. As shown inFIG. 31, the frame cover2006defines a vehicle seatbelt pathway2017that is configured to receive and route a lap belt of a vehicle seatbelt (not shown) horizontally across the frame cover2006. Access to the pathway2017may be provided by selectively positioning a lap belt clamp2016, which is pivotally coupled to the frame2000. When the connectors2007are to be used, the lap belt clamp2016is positioned in a stowed configuration that partially blocks access to the pathway2017, as shown inFIG. 27A, for example. When the connectors2007are not used, the lap belt clamp2016may be rotated away from the horizontal base2004, as shown inFIG. 31, to permit entry and positioning of the lap belt across the pathway2017. After the lap belt is connected to the vehicle's corresponding seatbelt connector and the belt is positioned horizontally in the pathway2017, the lap belt clamp2016may be rotated down onto the lap belt in the pathway2017to aid in retaining the lap belt in the lap belt pathway2017. When the car seat2020is connected to the frame2000, the car seat2020prevents the lamp belt clamp2016from opening. Otherwise, when the car seat2020is not connected to the frame2000, the lap belt clamp2016may be opened.

FIGS. 32A to 32Dshow the frame2000, or portions thereof, with the cover2006(e.g.,FIG. 31) removed for ease of illustrating a latch mechanism2031, the details of which are described in further detail below.

As shown inFIG. 32B, the latch mechanism2031includes a rear latch2001a, a front latch2001b, and a linkage2032, which operatively couples the rear latch2001ato the front latch2001bso that those latches operate in unison. The front latch2001bis pivotally connected to a front bracket2035by an axle2041. The front bracket2035is fixedly connected to the horizontal portion2004of the frame2000. The rear latch2001ais pivotally connected to a rear bracket2034by an axle2040. The bracket2034is fixedly connected to the horizontal portion2004of the frame2000. The linkage2032, and thus the front and rear latches2001band2001a, are biased by a spring2039, which is also connected to the horizontal portion2004of the frame2000. The front and rear latches2001band2001aare configured to connect to features on the underside of a car seat, such as car seat2020. In that regard, the bottom of the car seat2020may have the same configuration to that shown inFIG. 5, such that the car seat2020may have a rear bar20kand a front bar20r, as described above. For such a configuration, therefore, the front latch2001bis configured to selectively couple to a front bar20ron the bottom of the car seat2020and the rear latch2001ais configured to selectively couple to a rear bar20kon the bottom of the car seat2020. The front and rear latches2001band2001aare configured to connect to the respective front and rear bars20rand20kof the car seat2020when the car seat2020is moved vertically downward (i.e., in a direction substantially perpendicular to the horizontal base2004) onto those latches2001band2001a, as will be described in greater detail below.

The latches2001aand2001bare operatively coupled to a plurality of handles2033and2053, which are configured to selectively actuate (i.e., rotate) the latches2001aand2001bin unison from a closed position shown inFIG. 32Bto an open configuration shown inFIG. 32A. For example, when the car seat2020is connected to the latch mechanism2031, the latches2001aand2001bmay be opened (and the car seat2020may be subsequently released from the frame2000) by pushing down on the upper handle2033and pulling up on the lower handle2053at the front end of the horizontal portion2004of the frame2000, as will be described in greater detail below. When the latches2001aand2001bare opened, the car seat2020may be lifted vertically upwards (i.e., in a direction substantially perpendicular to the horizontal base2004) away from the horizontal base2004of the frame2000. Actuating the release mechanism2031with both handles2033and2053may provide protection from inadvertent release of the latches2001aand2001band separation of the car seat2020from the frame2000in the event of some types of damage to the release mechanism2031, specifically damage to the spring2039, which potentially could occur in the event of a vehicle crash. In the embodiment described herein, the handles2033and2053are configured to move substantially in the vertical direction up and down, which is substantially perpendicular to the side-to-side motion of the latches2001a,2001b, and linkage2032. This additionally protects (isolates) the release mechanism2031from an inadvertent release in case of damage to the2031mechanism by requiring movements of a plurality of handles (2033and2053) in directions that are substantially transverse (vertical direction) to the opening direction of movement (horizontal) of the latches2001aand2001band the linkage2032, which is a scenario that is not expected to occur during a vehicle crash event.

FIGS. 32C-32Gillustrate a sequence of steps of connecting and disconnecting the car seat2020with respect to a latch mechanism2031of the frame2000.FIG. 32Cshows the state of the latch mechanism2031when the car seat2020is disconnected from the frame2000. In this configuration, the latches2001aand2001bare shown in their closed positions. As noted above, the front latch2001bis configured to receive, capture, and release the front bar20rof the car seat2020. The front bracket2035defines a vertical slot2035athat is configured to receive the front bar20r. The front latch2001bhas an upper cam surface2001b1, which in the position shown inFIG. 32C, is in a blocking position in the vertical slot2035a. The front latch2001balso defines a retaining slot2038that is oriented substantially transverse to the vertical slot2035a. The front latch2001bis connected to the linkage2032via a rod2046so that the front and rear latches2001band2001amay move in unison. The front latch2001bis configured to rotate from its closed position to an open position that does not block entry of the front bar20rthrough the slot2035when the front bar20ris lowered vertically on the cam surface2001b1of front latch2001b.

Also shown inFIG. 32Cis the upper handle2033, which has a front portion2033aand rear portion2033bextending at an angle with respect to each other. The front latch2001bhas a notch2045(FIG. 32E) that selectively engages and disengages the rear portion2033aof handle2033, as described in greater detail herein below. The upper handle2033is configured to pivot about axle2042. A spring2050biases the upper handle2033to the position shown inFIG. 32C. When the rear portion2033ais disengaged from the notch2045(FIG. 32E) in the front latch2001b, as shown inFIG. 32C, the front latch2001bis free to rotate away from its closed position. However, it will be appreciated that when the rear portion2033aof handle2033engages the notch2045(FIG. 32E) in the front latch2001b, as is shown inFIG. 32E, the front latch2001bis prevented from rotating away from its closed position.

A spring-biased lever2044is also pivotally connected to the bracket2035about axle2043and is configured to engage the rear portion2033aof the upper handle2033. The lever2044is spring biased to rotate upward in the counter-clockwise direction and engage the underside of the rear portion2033aof the upper handle2033, as shown inFIG. 32C. The upper handle2033is also spring biased to rotate in the counter-clockwise direction by spring2050. However, when the lever2044is positioned as shown inFIG. 32C, the lever2044overcomes the spring force of spring2050to prevent the upper handle2033, and more specifically, the rear portion2033a, into engagement with the notch2045of front latch2001b. Also, in the configuration shown inFIG. 32C, the lever2044crosses a plane defined by the vertical slot2035a, such that the lever2044will contact the front bar20rwhen it is received in the slot2035a, as shown inFIG. 32D, and will cause the lever2044to rotate clockwise out of engagement with the rear portion2033aof the upper handle2033.

As shown inFIGS. 32B and 32C, the rear latch2001ais connected to the linkage2032via a rod2037. The linkage2032and the rod2037are connected to the spring2039. The rear bracket2034defines vertical slots2034afor receiving the rear bar20k. The rear latch2001ahas an upper cam surface2001a1that blocks access to the vertical slot2034. The rear latch2001adefines a retaining slot2036that is oriented generally transverse to the vertical slot2034aand is configured to receive and capture the rear bar20kin the vertical slots2034.

As shown inFIG. 32C, the latch mechanism2031is configured to receive the car seat2020in a vertical direction shown by the arrows A. Specifically, as noted above, the front latch2001bis disengaged from the rear portion2033bof the upper lever2033and is free to rotate. In view of the linkage2032between the latches2001aand2001b, the rear latch2001ais also free to rotate in unison with the front latch2001b.

As shown inFIG. 32D, when the car seat2020is lowered vertically over the latches2001aand2001b, the rear bar20kis lowered vertically to engage the cam surface2001a1of the rear latch2001aand the front bar20ris lowered vertically to engage the cam surface2001b1of the front latch2001bso that the engagement causes the rear latch2001aand front latch2001bto rotate in the direction of arrow B to open the vertical slot2034afor further passage of the rear bar20kand to open the vertical slot2035afor further passage of the front bar20r. Also, when the front bar20rpushes on the front latch2001b, the front latch2001brotates out of its blocking position so that the front bar20ris free to move further downward in the vertical slot2035a.

When the rear bar20kis lowered from its position shown inFIG. 32D, it passes into the retaining slot2036of the rear latch2001a, at which point the spring biased rear latch2001arotates back across the vertical slot2034ain a direction opposite the arrow B so that the rear bar20kbecomes captured between retaining slot2036and vertical slot2034to prevent vertical removal of the rear bar20k, as shown inFIG. 32E. Also, as the front bar20ris lowered from its position shown inFIG. 32D, it contacts the lever2044and causes it to rotate clockwise out of engagement with the rear end2033of the upper handle2033. Then, as the bar20rmoves further downward in the vertical slot2035a, the front bar20ris received in the retaining slot2038, at which point the spring biased latch2001brotates across the vertical slot2035ain a direction opposite arrow B to capture the front bar20rbetween the retaining slot2038and the vertical slot2035a, as shown inFIG. 32E. While the movements of the latches2001aand2001bare described separately, it will be appreciated that both latches move in unison so that the closing of the latches occur substantially simultaneously.

When the lever2044is disengaged from the rear portion2033aof the upper handle2033, the spring-biased upper handle2033is free to rotate counter-clockwise from the position shown inFIG. 32Dto the position shown inFIG. 32E, in which the rear portion2033aengages the notch2045in the front latch2001b, thereby limiting the rotation of the front latch2001b. Thus,FIG. 32Eshows the state of the latch mechanism2031when the car seat2020is fully connected to the frame2000.

As shown inFIG. 32E, when the car seat2020is connected to the frame2000, the upper handle2033is positioned in a raised position, while the lower handle2053is positioned in a lowered position. The lower handle2053is pivotally connected to the front bracket2035by axle2051. The lower handle2053is also pivotally connected to the linkage2032by axle2052.

The upper and lower handles2033and2053are both actuated to release the car seat2020from the latch mechanism2031. As noted above, when the car seat2020is attached to the frame2000, the front latch2001bis locked in its closed position and cannot rotate about axle2014because the rear portion2033aof the upper handle2033is engaged in the notch2045. Moreover, as noted above, the front and rear latches2001band2001aare configured to move in unison due to their fixed coupling by linkage2032. Thus, the locking of the front latch2001balso locks the rear latch2001ain its closed position.

To unlock the front latch2001b, and thereby unlock the rear latch2001avia the linkage2032, the upper handle2033may be rotated clockwise (i.e., downward), as shown inFIG. 32F, so that the rear portion2033adisengages from notch2045of the front latch2011b. When the latches2001aand2001bare unlocked, the lower handle2053may be rotated counter-clockwise (i.e., upwardly) about axle2051to rotate the latches2001aand2001binto their open positions. Specifically, when the lower handle2053is rotated upwardly about axle2051, the lower handle2053causes linkage2032to move forward, away from the rear bracket2034, thereby causing both the front and rear latches2001band2001ato rotate in unison to their open positions, as shown inFIG. 32F.

When the latches2001aand2001bare in their open positions, the car seat2020may be lifted vertically upward and separated from the frame2000, as shown inFIG. 32G. As the car seat2020is lifted vertically, the front bar20rwill be lifted off of the lever2044, which will rotate upward about axle2043as shown inFIG. 32G. Once the car seat2020is separated from the frame2000, the latch mechanism2031will return to the state shown inFIG. 32C.

FIG. 33Ashows an embodiment of a car seat mounting system3000for multiple car seats, such as the aforementioned car seat2020. As shown inFIG. 33A, a single frame3300is configured having a plurality of latch mechanisms2031, described above, each of which is configured to removably connect to a corresponding car seat2020, two of which are shown inFIG. 33A. In the embodiment shown inFIG. 33A, the frame3300is configured to connect to up to three car seats arranged laterally side-by-side. The frame3300has a vertical portion3303and a horizontal portion3304that are connected to a lateral frame member3305, which may fix the angle between the vertical portion3303and the horizontal portion3304. Such fixed angle may be about 97 degrees, for example.

The frame3300has a plurality of mini-connectors3307extending from the lateral frame member3305. Specifically, in the embodiment shown inFIG. 33A, the frame3300is provided with four connectors3307arranged symmetrically across the frame3300(two connectors are visible inFIG. 33Aand two are obscured by the two car seats2020shown therein). The two visible connectors3307shown inFIG. 33Aare spaced about 11 inches apart, which is a standard spacing in vehicles having LATCH anchors. While four connectors3307may be provided, in other embodiments, the frame3300may be provided with fewer than four connectors, such as only two connectors (e.g., one connector at each end of the lateral frame member3305). The frame3300also has at least one adjustable tether strap3308and tether connector3309for securing the vertical portion3303of the frame3300to the vehicle (not shown inFIG. 33A). Three tether strap3308/connector3309pairs are shown in the example shown inFIG. 33A, although fewer pairs may be provided or used (depending upon the configuration of the vehicle the frame3300is installed).

In the embodiment of the frame3300shown inFIG. 33A, the vertical portion3303is a unitary assembly that is laterally coextensive with the horizontal portion3304of the frame3300. An alternative embodiment to the construction of the frame3300is shown inFIG. 33B. Also, other embodiments of frames are shown inFIGS. 34A and 34Bin which alternate constructions of the vertical portion3303of the frame3300are embodied.

FIG. 33Bshows a frame3300′ that differs from frame3300in that the lateral frame dimension is adjustable to accommodate vehicles having differing seat widths. Those elements that differ from the embodiment inFIG. 33Aare appended with a “′”. The vertical portion3303′, lateral frame member3305′, and horizontal portion3304′ may be separable along a plane denoted by broken line A-A inFIG. 33B. The vertical portion3303′, lateral frame member3305′, and horizontal portion3304′ may be formed from tubular metal that may be dimensioned to be cut along line A-A and attached with tubular spacers3310′ that may connected between the cut ends of the frame3300′ to space the cut parts. In this way, adding such tubular spacers may increase the width of the frame and removing such spacers may decrease the width of the frame. Since the spacing between LATCH anchors is standardized at about 11 inches, adjusting the frame width may help align the pairs of connectors3307on each side of the frame, especially when the width of a center vehicle seat of various vehicles is variable among different models of vehicles.

Also, in another embodiment, the connectors3307may be laterally positionable relative to the lateral frame member3305. For example, the lateral frame member3305may incorporate a rail or track or be connected to a rail or track which may permit the connectors to slide relative to the frame member3305so that the connectors3307may be positioned near anchor locations of the vehicle seat.

FIG. 34Ashows a frame3400which has a vertical portion3403and a horizontal portion3404joined by a lateral frame member3405. The horizontal portion3404is shown having the same configuration as the horizontal portion3303inFIG. 33A. However, the vertical portion3403is different from the vertical portion3303inFIG. 33A. Specifically, in the embodiment shown inFIG. 34A, the vertical portion3404includes three detachable frame members3403a,3403b, and3403c, which are configured to attach to the lateral frame member3405at their ends of the frame members3403a,3403b, and3403c. While the three frame members3403a,3403b, and3403care shown connected to the lateral frame member3405inFIG. 34A, it will be appreciated that fewer than three frame members may be connected. For example, in one embodiment, central frame member3403bmay be omitted leaving only side frame members3403aand3403c. In yet another embodiment, shown inFIG. 34B, side frame members3403aand3403cmay be omitted leaving only central frame member3403bconnected.

FIG. 35Ashows yet another embodiment of a car seat system3501that includes a car seat mounting frame3500and a plurality of car seats2020(only one car seat2020is shown inFIG. 35for simplicity of illustration). The frame3500is constructed similarly to frame3400inFIG. 34A. However, the lateral dimension of the frame3500is reduced in comparison to that of frame3400for supporting only up to two car seats2020, rather than three. Specifically, the frame3500has a vertical portion3503and a horizontal portion3504that are joined together by a lateral frame member3505, which joins the vertical and horizontal portions3503and3504at a fixed angle, such as 97 degrees. The horizontal portion3504includes latch mechanisms2031for removably connecting the car seats2020to the frame3500. The vertical portion3504of the frame3500includes two frame members3503aand3503bwhich are constructed like the frame members3403a,3403b, and3403cinFIG. 34A.

As shown inFIG. 35A, mini-connectors3507aand3507bextend from the ends of the lateral frame member3505. This arrangement may be useful in vehicles that have LATCH anchors dedicated for a center seat. Alternatively, in one embodiment, connector3507bmay be spaced about 11 inches from connector3507aon lateral frame member3505so that both connectors3507aand3507bmay be connected to a set of corresponding anchors in a vehicle that does not have dedicated center anchors.

FIG. 35Bshows an alternate configuration of the lateral frame member3505and frame members3503aand3503bof the frame3500. Specifically, inFIG. 35B, the frame3500′ differs from frame3500ofFIG. 35Ain that the vertical portion3503′ ofFIG. 35Bis formed as a single frame member instead of the two frame members3503aand3503bofFIG. 35A. Although not shown inFIGS. 33 to 35B, the frames3300,3400,3500, and3500′ may incorporate any of the frame angle adjustment arrangements described herein to adjust the orientation of those frames relative to a vehicle seat to which they are connected.

FIGS. 36A and 36Billustrate two embodiments of a rigid tether attachment.FIG. 36Ashows a rigid tether attachment3600that may be used with the angle adjuster2008, described above. For example, the rigid tether attachment3600may be substituted for the tether strap coil2009described above with respect toFIG. 29B. The rigid tether attachment3600may be pivotally attached to the angle adjuster2008, as shown inFIG. 36A. The rigid tether attachment3600includes a cuff3601surrounding an axial shaft (not shown) through angle adjuster2008. The shaft and cuff3601extend along eccentric axis A-A of the angle adjuster2008. The rigid tether attachment3600includes a rigid vertical portion3602that has an adjustable length (i.e., can adjust the vertical dimension inFIGS. 36A and 36B). The vertical portion3602has a grooved strap3602aand a positionable length adjuster3602b. By way of example only, the grooved strap3602amay be made from a rigid plastic or from metal. The vertical portion3602extends from a first end3603at the cuff3601to a hinged second end3607at the length adjuster3602b. The length adjuster3602bis configured to selectively engage and disengage one or more grooves of the strap3602ato position and lock the length adjuster3602banywhere along the length of the strap3602a. The length adjuster3602bmay be configured with a push button for selectively engaging and disengaging the one or more grooves of the strap3602a. For example, the adjuster3602bmay be adjusted to extend vertically relative to the strap3602aso that the second hinged end3607is at or above a vehicle seatback3610, as shown inFIG. 36A.

Also, the rigid tether attachment3600includes a buckle3604that is hingedly attached to the second end3607of the vertical portion3602. An adjustable tether strap3606extends from the buckle3604and connects to a tether clip3608for connection to a vehicle tether anchor3611.

FIG. 36Billustrates the rigid tether attachment3600attached to a vertical portion of a car seat frame, such as portions3303,3403, and3503. Specifically, the cuff3601is shown wrapped around a horizontally oriented section of the portion of the car seat frame. The cuff3601is configured to rotate about the frame member it is wrapped around.

FIGS. 37A-37Cillustrate another embodiment of a car seat mounting frame3700, which is configured to connect to a car seat, such as car seat2020, described above. The frame3700is the same as frame2000, with the exception that the frame3700incorporates a different vertical portion3703. Specifically, the vertical portion3703incorporates pairs of rosette gears (“rosettes”)3702, which may be used to adjust the angle of the vertical portion relative to horizontal portion3704. The angle adjustment provided by the rosettes3702may be used in place of the adjuster2008, described above, to adjust the angle of the vertical portion3703relative to the vehicle seatback. Also, the angle adjustment provided by the rosettes3702may be used in place of the latches2030to close the frame3700, such as shown inFIG. 37B.

FIG. 37Cshows a partial cutaway section of a folding mechanism3704that includes the rosettes3702. The mechanism3704includes a pair of handles3706, which are shown in their locked positions. The handles3706are connected to cylindrical members3708that are configured to rotate about axis A-A. The cylindrical members3708each have an outer screw-threaded hub3708athat is in mated engagement with threads of a screw3710fixed to outer rosettes3702aand the vertical frame member3703. Inner rosettes3702bare disposed between the hubs3708aand the outer rosettes3702a. The inner rosettes3702bhave teeth which are configured to engage with teeth of the outer rosettes3702a. The teeth of the outer and inner rosettes3702aand3702bremain engaged when lateral forces are applied along axis A-A to compress those rosettes together. Such lateral force is applied by rotating the handles into the locked position so that the hubs3708arotate relative to the screws3710and push the inner rosettes3702blaterally outward along axis A-A into engagement with outer rosettes3702a.

To adjust the angle between the vertical portion3703and the horizontal portion3704of the frame3700, either to close the frame3700or to adjust the vertical portion3703relative to the vehicle seatback, the handles3706may be rotated counter-clockwise relative to axis A-A to reduce the axial force between the rosettes3702aand3702b. Specifically, when the handles are rotated counterclockwise, the hubs3708amove axially inwardly due to the threads of screws3710, thereby reducing the force exerted by the hubs3708aagainst the inner rosettes3702b. When the force exerted on the inner rosettes3702bis sufficiently reduced, the teeth of the rosettes3702aand3702bmay be disengaged by rotating the vertical portion3703of the frame3700. Once the vertical portion3703is positioned as desired, it may be locked in place by rotating the handles3706back to their locked positions shown inFIGS. 37A and 37C.

The angle of adjustment of the vertical portion3703can be incrementally adjusted in increments based upon the angle of the teeth of the rosettes3702. In one embodiment, the angle of the teeth is such that offsetting the teeth of the rosettes3702aand3702bby one tooth, rotates the vertical portion3703about 10 degrees about axis A-A.

There have been described and illustrated herein several embodiments of a car seat and car seat system. While particular embodiments of the invention have been described, it is not intended that the invention be limited thereto, as it is intended that the invention be as broad in scope as the art will allow and that the specification be read likewise. Thus, while particular shapes of the straps have been disclosed for the suspension system, it will be appreciated that other forms for the straps may be used as well. For example, the straps may have additional or other curvatures to those shown and may have more attachment points per strap. In addition, while particular types of strap and frame materials have been disclosed, it will be understood that other materials can be used. For example, the suspension system may be comprised of straps formed of at least one of metal, composite, and plastic, and which are rigid but deformable at at least a certain force, such as at a force of between 20 g to 100 g (measured as g-forces), for example. Also, each strap of the suspension system may be of the same or different material construction from the others. For example, the material construction of the straps may vary depending on their location in the car seat. Also, while bands are preferred for suspension elements for the car seats, it will be recognized that discontinuous strips may be used as well. Furthermore, while cylindrical members have been shown as forming the frame, it will be understood that other shapes can be similarly used. It will therefore be appreciated by those skilled in the art that yet other modifications could be made to the provided invention without deviating from its spirit and scope as claimed.