Abstract:
The infant safety seat of the present invention provides improved occupant protection in all vehicles, especially in the front seat of vehicles equipped with a passenger-side airbag. The infant safety seat includes an air bag deflecting canopy, and dampening mechanisms to protect against the shock of airbag deployment and an impact. The safety seat comprises a base, adapted to be secured to a seat of the vehicle by a seat belt passed through an opening in the base and a cradle having a back portion and seat portion having sides and a handle attached across said sides. A latching mechanism incorporated in the base removably secures the cradle to the base by grasping an attachment element between the handle and sides. The cradle of the safety seat is removable utilizing a single-handed release mechanism to unlock the cradle from the base.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims priority under 35 U.S.C. §119(e) to U.S. provisional patent application Ser. No. 60/358,560 filed Feb. 21, 2002, and a continuation-in-part under 35 U.S.C. §120 to patent application Ser. No. 09/515,434 filed Feb. 29, 2000, entitled: CONVERTIBLE CHILD SAFETY SEAT, now U.S. Pat. No. 6,386,632 which is a continuation-in-part of patent application Ser. No. 09/170,383, filed Oct. 13, 1998, entitled: CONVERTIBLE CHILD SAFETY SEAT, now U.S. Pat. No. 6,042,181, the disclosures of all of which are incorporated herein by reference. 
    
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     N/A 
    
    
     BACKGROUND OF THE INVENTION 
     Many states have passed laws that mandate the use of a child safety seat for children up to the age of four years old. Since 1999 all new automobiles and light trucks produced in the United States have been equipped with passenger-side airbags because of a federal mandate. 
     Although child seat manufacturers routinely warn purchasers to secure the child safety seat in the center of the rear-seat when there is an airbag in the car, it is not uncommon for the safety seat to be placed in the front, passenger-side seat. Rear-facing infants in the back seat, when alone with the driver, often cause distractions that contribute to, or cause, crashes. A distressed infant alone in a safety seat in the back seat of a car is at least as distracting to the driver as a cellphone, a well-established and quantified distraction. In addition, recent Government data shows that in numerous rear-end crashes, front seats break and hurt, or even kill, children in the back seat. If not for passenger side airbag, for the sake of safety, rearfacing infants should be placed in the front seat to minimize distractions contributing to crashes and to allow for infant/driver eye contact thus adding to the infant&#39;s feeling of security. In recognition of this fact, the U.S. Department of Transportation has recommended the installation of an airbag on/off switch in cars carrying infants or small children in the front seat. Still, there is risk to an infant in a rearfacing safety seat positioned in front of a passenger side air bag. 
     A significant body of data has shown that the interaction between a rear facing infant seat and a front passenger-side airbag can result in excessive head and chest acceleration, causing serious and perhaps fatal injury to the infant. For example, the airbag/seat interaction produces accelerations of an infant&#39;s head exceeding 100 G&#39;s at bag impact and Head Injury Criterion (HIC) values ranging from up to 3000 HIC. By contrast, rear facing seats not experiencing airbag interaction produce head accelerations of about 50 G&#39;s and HIC values less than 1000 and generally around 650 when crash tested at a standardized test speed of 48 km/hr. The Child Restraint Air Bag Interaction (CRABI) task force recommends 390 HIC as the top acceptable number for infant safety. One reason that it has not been possible to meet the HIC recommendations is that current infant restraint systems use hard plastics. 
     Further research has shown that in some cases there is an interaction between the rear facing infant seat installed in the back seat and a front passenger seat back. In the case of a rear collision, the impact causes the front passenger seat to collapse and come in contact with the infant seat, transmitting forces that need to be cushioned. Such forces can be greatly increased by the presence of a passenger in the front passenger seat 
     Infants are usually transported in rear facing car seats and in many cases, it is desired to transport the infant to other locations such as a grocery cart, restaurant, etc. A handle is usually incorporated in the cradle to facilitate removal of the cradle from the car seat and to provide a convenient way to carry the cradle. Current methods to transport the infant have required removing the entire seat as one piece or have required that the cradle first be released from the frame using releases on both sides of the cradle and then the cradle be lifted from the frame. These motions have been awkward for parents. 
     It would therefore be desirable to provide an infant child safety seat that will protect the child when the safety seat is installed facing rearward in any seat in a vehicle, whether or not equipped with a passenger side airbag. The cradle should be easily removed from the car seat base, have an ergonomically designed handle and provide a infant safety seat that limits the shock transmitted to a child in the case of an impact. 
     SUMMARY OF THE INVENTION 
     The present invention improves upon previous attempts to overcome the disadvantages and dangers described above by providing improved occupant protection in all vehicles, with particular enhancement in vehicles equipped with a passenger-side airbag. The infant safety seat base includes a canopy to deflect an expanding air bag away from the infant and dissipate both the air bag and any impact energy. 
     The canopy further incorporates a shock absorbent foam barrier to absorb a significant portion of the deceleration and/or shock energies that might harm the child. The canopy is integrated with a base allowing the remaining energy to be dissipated by the base components by both deforming and by moving the base. The base includes a suspension system that suspends the cradle limiting the transmission of force between the base and the cradle. The suspension system includes a set of shock absorbers, where the front shock absorbers are identical and the rear shock absorbers are identical, but the front and rear absorbers differ in stiffness. The difference in stiffness is chosen to allow the installed cradle to rock toward the back canopy in response to an impact on the canopy. 
     The infant cradle is held in the base suspension assembly by a latching mechanism using gravity for engagement and using a single-handed release mechanism. The mechanism uses jaws that grip a structural element holding a handle to the cradle. The latching mechanism opens when the cradle is placed on the paws of the jaws and grips the structural element when the element has passed the paws. The single-handed release allows a person to release and lift the cradle without stretching across the seat to access the release mechanism because the release is operated from either side of the cradle and incorporates interlocks. The interlocks must be engaged prior to the release. 
    
    
     DESCRIPTION OF THE DRAWINGS 
     The invention will be more fully understood by reference to the following detailed description when considered in conjunction with the accompanying drawings, in which: 
     FIG. 1 is a view of the convertible child safety seat of the present invention; 
     FIG. 2 is a front view of the frame and cradle of the child safety seat of FIG. 1; 
     FIG. 3 is a diagrammatic side view of the child safety seat of the present invention in a rearward position installed in the front seat of a vehicle; 
     FIG. 4 is a partial cross-sectional view of the shock absorbent crumple zone along line IV—IV of FIG.  5 . 
     FIG. 5 is a diagram of the crumple zone of the invention. 
     FIG. 6 is a further cutaway view of the shock absorbent barrier as incorporated in the frame. 
     FIG. 7 is a diagrammatic side view of the child safety seat of the present invention in a rearfacing position installed in the rear seat of a vehicle. 
     FIG. 8 is a diagrammatic side view of the child safety seat of FIG. 3 with the air bag fully inflated; 
     FIG. 9 is a view of a handle according to the invention; 
     FIG. 10 is a enlarged view of the handle of FIG. 12 illustrating the elbow carrying surface; 
     FIG. 11 a  is a front view of an alternate handle according to the invention; 
     FIG. 11 b  is a side view of an alternate handle according to the invention; 
     FIG. 12 is a detail side view of a release mechanism locked to hold a child safety seat; 
     FIG. 13 is a detail side view of a release mechanism released to allow removal of a child safety seat; 
     FIG. 14 is a side view of a mechanism for engaging the safety release mechanism using a single hand; 
     FIG. 15 is a diagrammatic side view of the child safety seat of the present invention in a forward position installed in the front seat of a vehicle; 
     FIG. 16 is a diagrammatic side view of the child safety seat of the present invention in a forward position installed in the rear seat of a vehicle; 
     FIG. 17 is a diagrammatic side view of the child safety seat of FIG. 15 with the air bag fully inflated; 
     FIG. 18 is a view of an embodiment of an airbag compliant infant seat according to the invention; 
     FIG. 19 is a view of an embodiment of a cradle for the seat of FIG. 18; 
     FIG. 20 is a diagram of a base for the seat of FIG. 18; 
     FIG. 21 is an exploded view of a suspension mechanism for the base of FIG. 20; 
     FIG. 22 is an exploded view of a frame for the base of FIG. 20; 
     FIG. 23 a  is a front view of a shock absorber for the suspension mechanism of FIG.  22 . 
     FIG. 23 b  is a side view of a shock absorber for the suspension mechanism of FIG.  22 . 
     FIG. 24 a  is an view of a latching mechanism in the closed position for the seat of FIG. 18; 
     FIG. 24 b  is an view of a latching mechanism in the open position for the seat of FIG. 18; 
     FIG. 25 is an exploded view of a canopy for the base of FIG. 20; and 
     FIG. 26 is a graph of the acceleration at the frame with and without a foam insert in the canopy of FIG.  25 . 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     A removable infant/child safety seat that can be used with the child facing forward or the infant facing backward incorporates an advanced air bag deflector, improved handle and convenient release mechanism. Referring to FIG. 1, the seat  10  includes a frame  25  having a cradle  20  removably secured thereto. The seat  10  further comprises an airbag deflector  40 , incorporating a crumple zone  45  that surrounds and is a part of the frame  25 . The air bag deflector may be integrated as part of the frame or may be a separate element, which attaches to and surrounds a portion of the frame. The air bag deflector  40  is operative to deflect an expanding air bag away from an infant seated within the cradle  20  of the seat  10 . The crumple zone of the air bag deflector absorbs a majority of the force imparted by the deploying air bag or by contact between the safety seat and part of the car. The air bag deflector/frame  40 / 25  both absorb and transfer the remainder of the force imparted to the safety seat to the vehicle seat. The removable cradle  20  can be installed within the frame  25  in a first position in which an infant seated within the safety seat would be facing rearward as shown in FIGS. 3,  7  and  8 , or in a second position in which the child (one to three years old)  30  seated within the safety seat  10  would be facing forward as shown in FIGS. 14-16. The convertible car seat further includes a one-handed safety release  32  to disengage the cradle from the frame as illustrated in FIGS. 1, and  15 - 16 . The cradle may further include a removable handle  55  with ergonomic integral grips  57  for carrying the cradle detached from the car seat frame as shown in FIGS. 12-14. The convertible car seat may further include an anti-kick bar  50  at the end of the frame  40  furthest from the airbag deflector shown in FIGS. 3,  7 ,  9 ,  10  and  11 . The seat  10  also includes a front orifice  12  for allowing a seat belt to pass therethrough for securing the safety seat to the automobile passenger seat when the safety seat  10  is used in a rearward facing position, and a rear orifice  13  for allowing a seat belt to pass therethrough for securing the safety seat  10  to the automobile passenger seat when the safety seat  10  is used in a forward facing position. 
     Referring now to FIG. 2, a view of the frame and cradle only are presented. The frame  25  in this embodiment is comprised of sidepieces  26  that are generally parallel to each other, a top piece  28  and a bottom piece  27 . The top piece  28  and bottom piece  27  mechanically interconnect the sidepieces  26  to each other. While a four piece frame is shown, it should be understood that a unitary frame or a frame comprising any number of pieces could also be utilized. The cradle  20  is mounted to the frame  25 . Additionally, while the cradle is shown mounted to the frame, the cradle can be detached from the frame by any mechanisms known in the art. The mounting mechanism can include shock mounting components. It should be understood that any number of shock mounts, absorbent materials or shock mounting configurations including but not directly limited to mounts molded directly to the frame or cradle may be used to mount the cradle to the frame. 
     A rear facing convertible child seat installed for normal operation of the vehicle is shown in FIG.  3 . The convertible child safety seat  10  with handle removed is shown installed in the passenger side front seat  60  of a motor vehicle. A seat belt  70  aids in securing the safety seat  10  to the front seat  60  of the vehicle. In this configuration, the airbag deflector  40  with crumple zone  45  faces the dashboard where airbags  80  are installed. 
     The airbag deflector, illustrated in FIGS. 4-6, is formed as a composite panel having a compound curved back surface to deflect the air bag and absorb air bag and impact energy. The deflector includes a crumple zone construction that accomplishes the absorption. The composite panel of the deflector has an outer shell  46  and an inner shell  47 . The interior region between the shells is filled with a collapsible ribbing reinforcement forming a cellular structure and a fill material, such as polystyrene. The cellular structure is preferably formed of orthogonal ribs or walls that define square or rectangular chambers and provide reinforcement. Cylindrical or hexagonal tubular members are disposed in abutting relationship within each chamber. FIG. 4 provides a cross section of the composite panel of the crumple zone. During a collision, the outer shell  46  deflects the airbag energy until the force causes the outer shell to deform and start to compress the expanded polystyrene foam fill  48 . As the foam fill  48  compresses, it contacts the tubular members  49  which provide more resistance than the fill to the compression force. The force is blunted by the compression of the foam and the gradual resistance of the tubular members. In addition, orthogonal ribbing further spreads out shock waves. 
     FIG.  5 . schematically illustrates further detail of the composite panel. The polystyrene fill has been omitted for clarity. The orthogonal walls  42  form cells  43  on the edge that have less volume than the interior cells  44  and are substantially filled only with the expanded polystyrene foam fill. The inner cells  44  support clusters of the honeycombed tubular members  49 . The composite panel  45  buffers the infant away from any airbag or other impacting object such as the dashboard or a seat back. FIG. 6 illustrates how the airbag deflector  45 , incorporating the crumple zone  48 , is separated from the cradle providing even more buffering. 
     As shown in FIG. 7, during the largest motion of the frame and deflector  40  due to an impact, the deflector  40  has tensioned the seat belt  70 . The seat  10  translates approximately four to five inches towards the front of the vehicle. The air bag  80  is at its maximum inflation. Further, the air bag  80  has been deflected above and over the infant  30  by air bag deflector  40  and thus air bag  80  does not come into contact with the infant  30  or infant cradle  20 . In addition, the crumple zone  45  has absorbed and spread out the force of the airbag expansion protecting the child further. Any rebound from the impact will be dampened by the anti-kick bar  50  disposed at the front of the safety seat  10 . 
     When the infant is placed in the rear seat facing rearward as illustrated in FIG. 7, the airbag deflector  40  with crumple zone  45  faces the seat back  60  of the unoccupied front passenger seat. If an impact flings the seat back  60  to the rear, the airbag deflector  40  with crumple zone  45  will absorb the force protecting the infant. 
     In a further embodiment, the cradle  20  accepts a removable handle  55 . This handle, as shown in FIG. 9, incorporates three gripping locations  90 ,  92 ,  94 . The center grip  92  is positioned to facilitate straight lifting motions of the cradle. The right grip  94  is positioned to facilitate lifting the cradle with the right hand when the person lifting is on the left or carrying the cradle with the left hand. Similarly, the left grip  90  is positioned to facilitate lifting the cradle with the left hand when the person is on the right or carrying the cradle with the right hand. 
     The angle and placement of the grips allow the deadweight forces of the infant in the cradle  20  to be ergonomically translated through the hand and arm of the adult carrying the infant and cradle. When held by the right  94  or left grip  90 , the cradle naturally pivots to swing close to the carrier&#39;s body. The bend  96  in the handle  55 , FIG. 10, is adapted to facilitate carrying the cradle with the handle  55  tucked into the elbow. When the handle  55  is in the vertical position, the handle  55  angles downwardly inward so that the arm can be held against the body. While one embodiment is based on the posture of the average person, the removable nature of the handle allows special handles that accommodate individual needs to be provided. 
     FIG. 11 a  illustrates two alternate configurations of grips ( 90 , 92 , 94  or  90 ′, 92 , 94 ′) on a handle that maintains the ergonomic placement. The side view, FIG. 11 b  illustrates the displacement of the gripping surfaces from the sidebar portion of the handle allowing for the natural lie of the cradle. Either embodiment can accommodate the use of an elbow in the bend of handle. 
     While the handle accommodates lifting the cradle with one hand, the single-handed release mechanism  32  makes it practical to use this capability in removing the cradle and infant from a car. A locking mechanism must be configured so that very little alignment is required in order to position and lock the cradle within the frame. FIG. 12 illustrates one such lock mechanism. In this lock, The cradle  20  has integral to it a set of protuberances  120  facing the frame  10 . The frame is fitted with a corresponding set of locking paws  122 , which in FIG. 12 are engaged, and holding the cradle  20  securely. The paws  122  have a hook end  144 , a ball end  146 , and a pivot point  142 . Paws are interconnected in pairs by springs  148  to assure synchronized action. In order to disengage the paws, a mechanism moves the ball end  142  to the position shown in FIG.  13 . 
     Any number of locking mechanisms may be employed for releasably securing the cradle to the frame, as long as, once the cradle is inserted within the frame, the seat is locked in place and the lock cannot be released accidentally. In conventional car seats, the release is implemented by for instance, depressing two levers, one on each side of the seat. 
     A duplicated single-handed release mechanism provides the convenience of being able to release the cradle from either side with one hand while providing the safety interlock and release needed to assure that the cradle does not unlock accidentally. In the child safety seat of the invention, the release mechanism is replicated on each side of the frame and either side can complete the action. To prevent accidental release of the locking mechanism, the release mechanism requires two actions to disengage the cradle from the frame. 
     FIGS. 12 and 13 illustrate one side of a symmetric lock and release mechanism utilized in a preferred embodiment. In FIG. 12 the mechanism is locked. In FIG. 13 the mechanism is released. To unlock the mechanism, the central button  128  of the release handle  140  is pushed in. This button is connected to the child lock shaft  130  that is concentrically mounted within the main shaft  126 . Connected to the inward end of the child lock shaft  130  is a crossbar  132 . The crossbar extends through the main shaft via a slit  134  in the main shaft. The crossbar  132  normally rests against lock bar  136 , which prevents the main shaft  126  and the child lock shaft  130  from turning. When the child lock button  128  is pushed in, the crossbar  132  is pushed to the position in FIG. 13, displaced from the lock bar  136 . Now handle  140  can be turned. 
     The handle coupler  150  to the main shaft  126 , turns the main shaft  126  rotating the asymmetrically mounted wing  124 . As the wing  124  moves from the position shown in FIG. 12, to that in FIG. 13, the ball end  146  of the paw  122  is displaced. The paw  122  rotates around the pivot point  142  releasing the protuberances  120  on the cradle  20 . The crossbar  132  and the main shaft  126  are fitted with torsional springs  138  and not shown, so that the system returns to locking position (FIG. 12) as soon as the handle is released. 
     FIG. 14 illustrates an alternate push and swing release mechanism  32 . With one hand, the operator pushes in on handle  110  to unlock the mechanism and then swings the pushed-in handle until it engages detent  112  to release it. Once the cradle  20  is released, it may be lifted from the frame. In one embodiment, the release handle  110  remains in the detent  112  indicating whether the cradle is locked in the frame. It will be understood that the push and swing release is illustrative of many stepped motions that can accomplish the “unlock and release” sequence. 
     The convertible child seat  10  can also be used in a forward facing orientation. As shown in FIG. 15, in this embodiment  10 ′ the cradle  20  is disposed at the second end of the frame/deflector  25 / 40 . The seat is mounted in the vehicle in a manner similar to the embodiment  10 , with the difference that the occupant  30  is now forward facing. Since the child is usually larger, a larger cradle will typically be substituted for the original cradle used in the rearward facing embodiment. This larger cradle will usually not incorporate the handle since a child of this size is carried independent of the cradle. The forward facing orientation is also applicable in the rear seat as shown in FIG.  16 . In both of these placements, the airbag deflector and crumple zone continue to spread and absorb the shock of an impact. 
     As shown in FIG. 17, at a time of maximum force on the car seat, the child  30  and seat  10 ′ start to translate towards the front of the vehicle. The seat belt  70  is at its elastic limit and the inflating air bag  80  expands over the top of the deflector  40  and encounters the head of the infant  30  thus preventing and cushioning further forward movement of the infant  30  relative to the vehicle. The crumple zone reduces the effects of the impact by deforming as needed. 
     The convertible child safety seat provides protection for an occupant in either a forward facing or rearward facing orientation. The convertible child safety seat also protects the occupant from an inflating air bag when the seat is installed in the front passenger-side seat of a vehicle equipped with a passenger-side air bag and from a collapsing front seat when installed in the rear seat. The cradle is removable from the frame of the seat using a single-handed safety release mechanism. A handle, adapted to be gripped by either hand facilitates removal and carrying of the cradle. 
     An airbag compliant rear-facing infant seat (ACIS) embodiment that incorporates these principles is illustrated in FIG.  18 . The cradle  184  of this ACIS  1810  is narrower and has higher sides than other models and comes with guidelines, based on height and weight, that transition an infant out of the ACIS  1810  earlier than one would be transitioned from other infant seats. The narrowness and guidelines permit greater protection for the infant from the shocks generated by impacts. The ACIS  1810  may be manufactured of tubular aluminum, thermoformed plastic, machined plastic or injectable plastics, with injection molding of most of the parts as a preferred practical and cost effective manufacturing method. 
     The ACIS  1810  is composed of 2 major components: the base  186  and the cradle  184 . The base  186  is adapted to be semi-permanently mounted to the seat of a vehicle, while the cradle  184  is removable, but may be easily and securely mounted to the base  186 . It is intended that the base  186  remain in the vehicle, while the infant is transported between the vehicle and other destinations securely held by the cradle  184 . 
     A cradle with padding  191 , as shown in FIG. 19, is an infant carrier type cradle  184  adapted to fit in the base  186 . It is narrower than the generally available cradle used in similar infant seats. This narrowness limits the extent of movement of an infant during an impact. Further, it is suggested that an infant transition to a larger seat when the infant&#39;s head extends past the top  193  of the cradle  191 . A high quality harnessing system  195  incorporating shoulder straps  194  and a crotch strap  198 , as illustrated in FIG. 19, installed correctly and used consistently will assure maximum benefit from the safety features of the ACIS  1810 . The handle  185  is normally in the position shown in FIG. 1 while the cradle  184  is in the base  186 . The handle  185  in this position can act as a rebound limiter for the most extreme of impacts. The cradle  184  is held to the base  186  by a clamping mechanism that grips a structural connection between the cradle body  184  and the handle  185  as detailed below. 
     The base  186  is composed of a foundation  181  and a canopy  182  integrally connected together. This base  186  works with the installed seat(not shown)in the car to disperse the shock wave created by the interaction with the airbag or barrier contact, isolate the shock away from the child&#39;s head, neck, and thorax, and at the same time prevent the front seat back from crushing the child. The canopy  182  receives the first impact from either striking a part of the vehicle or from an airbag. The foundation  181  receives any part of the shock not handled by the canopy  182  and dissipates it to protect the infant. 
     The foundation  181 , as shown in FIG. 20, is composed of a frame  203  and a suspension assembly  205 . The frame  203 , as illustrated in FIG. 22 comprises two side panels  221 ,  2211  each including a crossbar brace  225 ,  2215 . The crossbar braces  225 ,  2215  are joined by the crossbar retainer  222  to form the frame  203 . The side panels  221 ,  2211  incorporate openings  227 ,  229  to allow seat belts to secure the base  186  to the vehicle seat. The side panels  221 ,  2211  are formed of structurally rigid polypropylene (PP) or similar material that is reinforced by extensive ribbing  2220  as shown to allow energy to propagate across the panels to the vehicle seat. The need for ribbing is inversely proportional to the modulus of the PP used. 
     The suspension assembly  205  comprises a set of shock absorbers  183 , suspending a holder  209  between the side panels  221 ,  2211  of the frame  203 , and a latching mechanism, detailed below, to fasten the cradle  184  to the holder  209 . The shock absorbers  183  mount high enough on the side panels  221 ,  2211  that the bottom of the holder  209  is a distance above the bottom of the side panels. This placement allows room for downward deflection of the holder  209  and cradle  184  during an impact. 
     As seen in FIG. 21, the holder  209  incorporates a scooped basin  212  for receiving the cradle  184  and a pair of side arms  214 ,  2114 . The scooped basin  212  is reinforced by ribbing to be as strong as the cradle  184 . The side arms  214 ,  2114  provide mounting surfaces  218 ,  219  for connecting the shock absorbers  183  to the holder  209 . In addition, the side arms  214 ,  2114  incorporate latching mechanism backstops  216 ,  2116  and access passages (not shown) for the latching mechanism paws  242  described below. 
     One implementation utilizing the shock absorbers  183  is shown in more detail in FIG.  21 . Here, two pairs of shock absorbers  183 , termed the front absorbers  2120 ,  2130  and rear absorbers  2122 ,  2132  span between the holder  209  and the side panels (not shown). When the front and rear absorbers are identical and exhibit the same stiffness, the front and back of the holder  209  move together. When the characteristics differ among the absorbers, movements that are more complex are possible. In particular, where the front shocks  2120 ,  2130  are stiffer than the rear shocks  2122 ,  2132 , the more pliable absorbers  2122 ,  2132  will pivot around the firmer absorbers  2120 ,  2130 . The pivoting allows the holder  209 , and attached cradle  184 , to rotate as well as translate while the shock pulse to the ACIS  1810  is being dampened. 
     The front face  232  of shock absorbers  183  is illustrated in FIG. 23 a,  showing a pattern of mounting holes  234  sized to allow passage of mounting bolts  2210 . Each front face  232  slides into a mounting pocket  2212  on the inside of a side panel of the frame  203 . The sides of the mounting pockets  2212  are tapped to capture the mounting bolts  2210 . The side view of shock absorbers  183  in FIG. 23 b  illustrates the front face tab  2312 . 
     The rear side panel  236  of the shock absorbers  183  similarly fits within a reinforced channel  2110  in the front  218  and rear  219  of the side arms  214 ,  2114 . These fastening mechanisms securely fasten shock absorbers  183  to holder  209  while allowing the flexure of the shock absorbers  183 . Other fastening mechanisms, as are known in the art, may be employed to connect the shock absorbers  183  with similar effect. The remainder of the body  2310  of shock absorbers  183  dampens the dynamic loading on the infant while spreading the shock pulse out over time. The shocks absorbers  183  allow the cradle  184  to move within the physical constraints of the base  186 , and specifically the canopy  182 , without colliding with the canopy  182 . 
     The cradle  184  locks into the suspension mechanism  205  using a latching mechanism  243  as shown in FIG.  24 . Alternate locking mechanisms may be employed for releasably securing the cradle to the frame, as long as, once the cradle is inserted within the frame, the seat is locked in place and the lock cannot be released accidentally. The cradle latching mechanism  243  consists of a set of paws  242 ,  2412  that latch onto a structural member (not shown) that connects the handle  185  to the cradle  184 . Either of the knobs  244 ,  2414  on the sides of the base  181  can actuate the set of paws  242 ,  2412 . Linkages  246 ,  2416 , implemented utilizing rods, cables or the like, connect the paws  242 ,  2412  to the translation bar  248  to open the normally closed paws  242 ,  2412 . The mechanism  243  is preset to automatically return to a state in which the paws  242 ,  2412  are closed as shown in FIG. 24 a.  Positive stops  245 ,  2415  built into the mechanism  243 , constrain the release knobs  244 ,  2414  to rotate in one direction and only to the point where the mechanism  243  is fully open as shown in FIG. 24 b.    
     The automatic return allows for hands free insertion of the cradle  184  in the mechanism  243  because the mechanism  243  opens under the weight of the cradle  184  and then closes automatically. A slot (not shown), incorporated in the stem of each of the knobs  244 ,  2414 , frees the moving linkage from rotating the knob not being turned externally. This independent operation reduces the rotational force that needs to be applied to the active knob to release the cradle  184 . To activate the release mechanism, one of the knobs  244 ,  2414  is pushed in engaging with the positive stops  245 ,  2415 . Once engaged, the turning knob  244 ,  2414  can turn the translation bar  248  that in turn draws the paws  242 ,  2412  open. 
     In FIG. 24 b,  the cradle latching mechanism  243  is shown in an open position. Knob  2414  has turned to activate the linkages  246 ,  2416  opening the paws  242 ,  2412 . The open paws allow the cradle  185  to be removed from the base  207 . Knob  244  remains in the same position as shown in FIG. 24 a  illustrating the effect of the independent operation of the linkages. 
     The canopy  182  is composed of three primary parts as shown in FIG.  25 . The fascia panel  251  forms the outside of the canopy  182  facing the automobile dash panel and is typically made of a thin-walled polypropylene (PP) or other plastic with a high rubber-like content that is highly deformable. In one embodiment, the fascia panel is made of 0.08″ thickness polystyrene. Although the fascia panel  251  is the first part of the ACIS  1810  to feel an impact during a collision, its primary purpose is to hold the remaining parts of the canopy  182  together. The exterior surface of the fascia panel  251  is detailed primarily to provide purchase for handling and for aesthetics rather than to reinforce the panel. 
     The foam panel  252  is sandwiched between the fascia panel  251  and the back canopy  253 . The foam panel  252  reduces the impact load to the infant significantly and transfers energy uniformly to the back canopy  253 . The foam has surface ribs  256  across its surface to improve shock absorption and stretch out the shock wave. The foam panel  252  is shaped to assure that the alignment with the back canopy  253  is uniform and precise. Different types of foam may be used in the panel including Expanded Polystyrene (EPP), EPP closed cell foam, urethanes etc. 
     The back canopy  253  encompasses the rearmost portion of the base. It is structurally rigid relative to the EPS foam panel  252  and the fascia panel  251 . In one embodiment, the back canopy  253  is formed of polypropylene. It is physically attached to the side panels  224 ,  2214  via an integrating joint such as a welded joint. This integrating joint allows the force transferred to the back canopy to be transmitted to the rest of the base homogeneously. The foam panel  252  is formed to conform to the shape of the back canopy  253 , thereby improving the transmission of force. The fascia  251  and back canopy, with the foam panel  252  compressed inside, are fastened together across the top  254  and sides  255  of the canopy  253 . 
     The force transmitted to a ACIS  1810  when the vehicle is in a front-end collision can be deflected from the occupant by energy absorbing measures. The energy absorbing methods available to a safety seat are the movement of the seat in various directions and friction forces. In terms of movement, the infant seat can move horizontally within the limits of the automobile seat and seatbelts, vertically down depending on the stiffness of the automobile seat cushion, vertically up within the limits of the seatbelts, and rotationally about a point. Friction forces that can absorb energy include the crush force on padding between components of the seats, deformation of components of the seat, and heating of components because of the other friction forces. In the any one embodiment, energy dissipation is accomplished using a variety of these methods. 
     When the canopy receives a force on the fascia panel  251 , the panel  251  deforms absorbing some of the energy and transfers the majority of the force to the foam panel  252 . The foam panel  252  compresses, absorbing a significant portion of the energy to dampen the force pulse, and transfers the remaining force uniformly to the back canopy  253 . 
     FIG. 26 illustrates the shape of the force pulses transmitted to the ACIS  1810  and in particular, the difference in force to the foundation  181  based on the presence or absence of the foam. Trace  261  illustrates the acceleration force felt at the foundation  181  when a foam panel  251  is deleted from the canopy  182  structure. A narrow extreme pulse  261   a  is experienced approximately 400 ms after the impact, with a wider secondary pulse  261   b  of much diminished intensity occurring between 500 and 700 ms after the impact. The effect of the impact is essentially dissipated  261   c  within 1300 ms. In contrast, with the foam panel  251  installed, the sharpest pulse  262   a,  measured at the same place, is less than one quarter the undamped pulse  261   a . The secondary pulse  262  is larger than in the undamped case, but is still less that the primary damped pulse  262   a . The effect of the impact is essentially dissipated  262   c  by 1150 ms, more quickly than in the undamped case. 
     The back canopy  253 , being integrally coupled to the foundation  181  and more structurally rigid that the other components of the canopy  182 , bends and deforms under the forces received, transmitting some of the energy to the rest of the base, including the side walls  204 . 
     In impact dynamics terms, the shocks produce a combined stress state, with normal, shear and bending moments. The specific material selection afforded by plastics allows the ACIS  1810  to utilize varying stiffness of shocks  183  from baby front to baby back. This difference in stiffness converts the direct straight-line energy of airbag impact and infant deceleration into both straight-line and rotational motion. Since the infant is held securely to the cradle within the base, the full benefit of the shock absorptive capabilities of the canopy, side panels, and shock absorbers are afforded to the infant in the cradle. 
     When an automobile in which the ACIS  1810  is mounted in the front seat suffers a frontal collision, there are three sources of force on the seat, the deceleration from the collision, the force from the impact of seat on the dashboard and the force from the airbag&#39;s explosive inflation. When the ACIS contacts the dash or the airbag, the impact energy is transferred through the canopy and foundation into the automobile seat cushions. The most likely dash impact point is on the fascia panel  251  and direct horizontally backward. The most likely airbag impact point is higher on the fascia panel  251  and directed both horizontally backward and downward. 
     In both cases, the fascia panel deforms transferring most of the energy to the foam panel  252 . The foam panel  252  compresses both vertically and horizontally, spreading the energy out across the back canopy and decreasing the transmitted force. The result of these compensating actions is that the child in the cradle is shielded from the most extreme aspects of the impacts before the suspension mechanism is used. The force causes the frame of the safety seat to be significantly pushed down into the car seat cushion, but the shock absorbers buffer the cradle from much of this motion further dissipating energy in the process. The result of these compensating actions is that the child in the cradle is displaced minimally and never leaves the protective confines of the base. 
     Having described preferred embodiments of the invention it will now become apparent to those of ordinary skill in the art that other embodiments incorporating these concepts may be used. Accordingly, it is submitted that the invention should not be limited by the described embodiments but rather should only be limited by the spirit and scope of the appended claims.