Patent Publication Number: US-2013249204-A1

Title: Restraint Framework for Supporting a Passenger Restraint

Description:
BACKGROUND 
     A traditional child car seat includes a hard shell, plastic base (e.g., a hard shell bucket seat) that is attachable to a seat of a car. The plastic bucket seat is typically attached to the car seat using either the car&#39;s native seatbelts or, with increasing regularity, the known LATCH (Lower Anchors and Tethers for Children) system that secures to the vehicle at standardized anchor points (LATCH is a Federal standard required on most vehicles manufactured after Sep. 1, 2002). Once the plastic bucket seat is attached to the existing car seat, a child passenger can be secured to the plastic bucket seat using a restraint, such as a 5-point webbing harness type of restraint. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Features and advantages of the invention will be apparent from the detailed description which follows, taken in conjunction with the accompanying drawings, which together illustrate, by way of example, features of the invention; and, wherein: 
         FIG. 1A  is a front view of a passenger restraint system in accordance with an exemplary embodiment of the present invention. 
         FIG. 1B  is a rear view of the passenger restraint system of  FIG. 1A . 
         FIGS. 2A-2E  illustrate adjustments of a restraint framework in accordance with an exemplary embodiment of the present invention. 
         FIG. 3A  is a front view of a restraint framework for supporting a passenger restraint in accordance with an exemplary embodiment of the present invention. 
         FIG. 3B  is a rear view of the restraint framework of  FIG. 3A . 
         FIG. 4A  is a front view of a passenger restraint system in accordance with another exemplary embodiment of the present invention. 
         FIG. 4B  is a restraint framework for supporting a passenger restraint in accordance with another exemplary embodiment of the present invention. 
         FIG. 5  is a junction of a restraint framework in accordance with an exemplary embodiment of the present invention. 
         FIG. 6A  is a junction of a restraint framework in accordance with another exemplary embodiment of the present invention. 
         FIG. 6B  is a junction of a restraint framework in accordance with still another exemplary embodiment of the present invention. 
         FIG. 7  is a junction of a restraint framework in accordance with yet another exemplary embodiment of the present invention. 
         FIG. 8  is a crotch strap and buckle configuration of a passenger restraint in accordance with an exemplary embodiment of the present invention. 
         FIG. 9  is a crotch strap and buckle configuration of a passenger restraint in accordance with another exemplary embodiment of the present invention. 
     
    
    
     Reference will now be made to the exemplary embodiments illustrated, and specific language will be used herein to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. 
     DETAILED DESCRIPTION 
     As used herein, the term “substantially” refers to the complete or nearly complete extent or degree of an action, characteristic, property, state, structure, item, or result. For example, an object that is “substantially” enclosed would mean that the object is either completely enclosed or nearly completely enclosed. The exact allowable degree of deviation from absolute completeness may in some cases depend on the specific context. However, generally speaking the nearness of completion will be so as to have the same overall result as if absolute and total completion were obtained. The use of “substantially” is equally applicable when used in a negative connotation to refer to the complete or near complete lack of an action, characteristic, property, state, structure, item, or result. 
     Furthermore, various modifications and combinations can be derived from the present disclosure and illustrations, and as such, the following figures should not be considered limiting. It is noted that reference numerals in various figures will be shown in some cases that are not specifically discussed in that particular figure. Thus, discussion of any specific reference numeral in a given figure is applicable to the same reference numeral of related figures shown herein. 
     An initial overview of technology embodiments is provided below and then specific technology embodiments are described in further detail later. This initial summary is intended to aid readers in understanding the technology more quickly but is not intended to identify key features or essential features of the technology nor is it intended to limit the scope of the claimed subject matter. 
     Although traditional child restraint systems or car seats that incorporate a hard shell base, such as a plastic bucket or bucket-type seat, are generally effective in properly securing child passengers within a vehicle, there are a variety of difficulties and/or inefficiencies associated with these types of child restraint systems. For instance, the bulky, inflexible plastic bucket seat can limit or hinder use of the child car seat in some applications, such as accommodating larger children. Moreover, these tend to be cumbersome to install within or remove from a vehicle, particularly if frequently transferring from one vehicle to another vehicle. In addition, these can be difficult and expensive to transport, such as on an aircraft where the restraint system will later be used in a rental car. 
     Accordingly, a restraint framework is disclosed that can replace the bulky, inflexible hard shell base (e.g., plastic bucket seat) of traditional car seat designs. In one aspect, the restraint framework can be adjusted to fit a range of children sizes. In another aspect, the restraint framework can be easily compacted and stowed, such as for transport. In some exemplary embodiments, the restraint framework can include a lateral support and at least one upright support. The at least one upright support can have a restraint coupling location that facilitates coupling of at least part of a passenger restraint to the upright support. The restraint framework can also include a plurality of vehicle couplers operable to facilitate securing of the upright and lateral supports to the vehicle at a plurality of vehicle attachment points (e.g., the standard attachment points used in the LATCH system). The restraint framework can further include a junction operable with the lateral support to secure the lateral support to the vehicle about a lower vehicle attachment point, wherein at least one of the lateral support and the junction includes a restraint coupling location that facilitates coupling with at least part of the passenger restraint. Additionally, the restraint framework can include a plurality of adjustment members, at least one being operable with each of the upright and lateral supports to facilitate independent length adjustment of each of these, and to facilitate adjustment of the restraint coupling locations relative to the vehicle attachment points. 
     In addition, a passenger restraint system is disclosed. The restraint system can include the restraint framework that removably couples to a vehicle. The restraint framework can include at least one upright support, and a lateral support extending laterally relative to the upright supports. The upright and lateral supports can be length adjustable to position restraint coupling locations about the upright and lateral supports that are adjustable relative to vehicle attachment points of the framework. The restraint system can also include a passenger restraint coupled or otherwise secured to the restraint framework at the passenger restraint coupling locations. The passenger restraint can be configured to releasably restrain an individual about the restraint framework and the vehicle. Like the restraint framework, the passenger restraint can be adjusted, and easily compacted and stowed (e.g., with or as coupled to the restraint framework). 
     A method for facilitating the restraint of an individual within a vehicle using a vehicle restraint system is also disclosed. The method can comprise providing a restraint framework having a plurality of supports, at least some of the supports comprising a restraint coupling location. The method can also comprise facilitating the releasable coupling of the supports to the vehicle. Additionally, the method can comprise facilitating the coupling of a passenger restraint to the restraint framework about the restraint coupling locations, the passenger restraint being configured to releasably restrain an individual about the restraint framework and the vehicle. 
     One exemplary embodiment of a passenger restraint system  100  is illustrated in  FIGS. 1A and 1B . The passenger restraint system  100  can comprise a restraint framework  110  and a passenger restraint  120  coupled or otherwise secured to the restraint framework  110 . The passenger restraint  120  can be configured to releasably restrain an individual about the restraint framework  110  and a vehicle, particularly an existing passenger seat of a vehicle. The restraint framework  110  is intended to replace, in some embodiments, the hard shell, plastic bucket seat of a traditional car seat design. The restraint framework  110  can couple to the vehicle, and can function as a support system for the passenger restraint. The restraint framework  110  can couple to the vehicle directly about an existing passenger seat such that the restraint framework  110  can be secured against the passenger seat. In this way, the passenger restraint system  100  can make use of a vehicle&#39;s existing seating surfaces to seat the passenger without requiring the use of a hard shell or other type of base. Securing a child about the existing seats of a vehicle is likely to be more convenient to users, and is also more likely to increase comfort for most child passengers as they are able to be seated directly on the existing passenger seat of the vehicle without having to be confined to a rigid seat, although other seating scenarios are contemplated herein (e.g., the passenger restraint system  100  being used in conjunction with a booster or other type of seat elevating the passenger off of the seat). Indeed, a passenger can be secured about the restraint framework (and the vehicle, or the seat of the vehicle) via the passenger restraint  120 . 
     The various components or elements of the restraint framework  110  and/or the passenger restraint  120  can be configured to be flexible. For example, the various upright and lateral supports of the restraint framework  110  discussed herein can be formed from materials similar to vehicle seat belts or other flexible passenger restraints, such as nylon webbing. Utilizing such materials, the restraint framework  110 , as well as the passenger restraint  120 , can more easily accommodate different sized passengers. Moreover, by utilizing a flexible configuration the restraint framework  110  (and/or the passenger restraint  120 ) can be rolled, folded, or otherwise compacted to a compact storage configuration for easy stowage and transport of the passenger restraint system  100 . 
     In one aspect, the restraint framework  110  can removably couple to the vehicle at attachment points  101 ,  102 ,  103 , which attachment points are illustrated as comprising anchors or anchor loops (e.g., anchors secured within a vehicle that can receive a LATCH or other type of restraint-type coupling). The attachment points can be located at any suitable location on a vehicle, but are typically located in standard locations. In general, such attachment points can be associated with a vehicle seat, with upper attachment point  101  being located on a ceiling above the seat or on a support surface behind the seat, such as a back of the seat or a rear deck. Lower attachment points  102 ,  103  can be located near a base of the seat proximate to an intersection between the bottom and back cushions of the seat. The attachment points can comply, for example, with the LATCH system, which eliminates the need for a vehicle&#39;s seat belts in child safety seat installation by specifying anchor attachment points associated with the vehicle&#39;s seats. Thus, in one aspect, the restraint framework  110  is coupled exclusively to vehicle anchor attachment points and does not wrap entirely around the seat or utilize an existing vehicle seat belt in order to couple with the vehicle. The compact and low-profile nature of the passenger restraint system  100  can allow installation of as many passenger restraint systems  100  in a vehicle seat as there are native seat belts, particularly when using the LATCH system. For example, on a rear bench seat equipped with the LATCH system and having three native seat belts, three restraint systems  100  may be installed in a side-by-side relationship, thus permitting three children to be safely restrained within the vehicle similar to three adults using the native seat belts. This is advantageous in that most vehicles comprise rear seats with three seat belts. However, many of these are more compact vehicles that will only accommodate two conventional child car seats having the rigid, hard shell bucket-type bases discussed herein due to the bulky space occupying nature of such bases. 
     The restraint framework  110  can comprise upright supports  111 ,  112  and a lateral support  113  extending laterally relative to the upright supports. In one embodiment, the upright supports  111 ,  112  and the lateral support  113  can each be length adjustable. In another embodiment, one or more can be adjustable. By adjusting the length of the upright and lateral supports, restraint coupling locations  131 ,  132 ,  133 ,  134 ,  135  can be positioned and repositioned relative to the vehicle attachment points  101 ,  102 ,  103 . This adjustability in positioning the restraint coupling locations relative to the vehicle coupling locations  101 ,  102  and  103  can be used to properly locate shoulder straps  121 ,  122 , for example, of the passenger restraint  120  for a passenger to be secured by the passenger restraint system  100 . Indeed, the shoulder strap  121  of the passenger restraint  120  is coupled to the restraint framework  110  at the restraint coupling location  131 . The shoulder strap  122  is coupled to the restraint framework  110  at the restraint coupling location  132 . The lateral support  113  is coupled to the restraint framework  110  on one end at the restraint coupling location  133 , and on the other end at restraint coupling location  134 . As such, adjustment of one or more of the restraint coupling locations causes the passenger restraint  120  to be likewise adjusted to obtain an optimal fit in terms of safety and comfort for a particular child. 
     In one aspect, the upright and lateral supports  111 ,  112 ,  113  can at least partially define a restraint coupling profile. The restraint coupling profile can be further defined, at least in part, by the restraint coupling locations  131 ,  132 ,  133 ,  134 ,  135 . The restraint coupling profile can be adjustable relative to the vehicle attachment points  101 ,  102 ,  103  to position the restraint coupling locations  131 ,  132 ,  133 ,  134 ,  135  for a passenger. 
     As shown in the figures, the exemplary passenger restraint  120  comprises a five point harness, having two shoulder straps  121 ,  122 , two waist straps  123 ,  124 , and a crotch strap  125 . The five point harness shown includes a three point buckle  126  to couple the various straps of the restraint. In this case, shoulder strap  121  and waist strap  123  are coupled to one point of the buckle  126 , shoulder strap  122  and waist strap  124  are coupled to another point of the buckle  126  and crotch strap  125  is coupled to the other point of the buckle  126 . It should be recognized, however, that any suitable passenger restraint and buckle arrangement, such as a three point, four point, or seven point harness, may be used with the restraint framework  110 . In one aspect, the restraint  120  can be permanently coupled to the restraint framework  110 , such as with sewn joints, rivets, welds, etc. In another aspect, the restraint  120  can be removably coupled to the restraint framework  110 , such as with a clip, hook, strap, band, clasp, loop, ring, plate, etc. 
     The straps of the passenger restraint  120  can also be length adjustable to obtain a proper and safe fit, and to properly secure the passenger about the restraint framework and the vehicle. Thus, in one aspect, the passenger restraint  120  can be adjusted to fit the passenger independent of any adjustment of the restraint framework  110 , such as the upright and lateral supports  111 ,  112 ,  113 . In other words, length adjustment in either one or both of the restraint framework and the passenger restraint is contemplated depending upon the particular exemplary embodiment. For example, in some embodiments a length adjustment of the upper and lower supports  111 ,  112 ,  113  of the framework  110  does not alter the lengths of the straps in the passenger restraint  120 . In use, therefore, the restraint framework  110  can be initially adjusted to fit a particular seat in a vehicle as well as adjusted to position any of the restraint coupling locations  131 ,  132 ,  133 ,  134 ,  135  to fit a particular passenger. Once this initial adjustment has been made, the passenger can be secured within the restraint system via the passenger restraint  120  about the restraint framework  110 , with the restraint framework  110  being positioned or located behind the passenger and against the seat. In other words, the passenger is secured by the passenger restraint  120 , which is coupled to the framework  110  that supports the passenger restraint  120  and is coupled to the vehicle. The passenger is therefore not secured by the framework  110 , but is instead secured about the restraint framework  110  by the passenger restraint  120 . Thus, in one aspect, it can be said that the restraint framework  110  forms no part of the passenger restraint  120  because the restraint framework  110  supports the passenger restraint  120  and does not itself directly secure the passenger (e.g., extend around any part of the body of the passenger). 
     Additionally, because the restraint framework  110  supports the passenger restraint  120 , the passenger restraint system  100  can be used independent of the vehicle&#39;s native safety belt. Furthermore, because the passenger restraint  120  is configured to secure the passenger, the upright and lateral supports  111 ,  112 ,  113  of the restraint framework  110  do not separate or come apart in order to secure the passenger. Rather, these can be left in a secured, installed state (i.e., tightly secured against the seat of the vehicle) with the passenger restraint  120  being manipulated (e.g., separated or unbuckled, etc.) to safely restrain the passenger within the vehicle. Moreover, because the lengths of the restraint straps  121 ,  122 ,  123 ,  124 ,  125  and the framework supports  111 ,  112 ,  113  are independently adjustable, there is no inverse relationship between lengths of the restraint straps and the framework supports. In other words, lengthening a restraint strap does not shorten a framework support, and vice versa. 
     Because different passengers can differ in size and also because attachment locations can differ between car seats, the framework supports  111 ,  112 ,  113  can be adjustable to accommodate not only a certain passenger, but also a certain seat in a vehicle. For example, as illustrated in  FIGS. 2A-2E  and with continued reference to  FIGS. 1A and 1B , the upright supports  111 ,  112  of the restraint framework  110  can be adjusted to position restraint coupling locations  131 ,  132  to suit a particular passenger to be secured by the shoulder straps  121 ,  122  of the passenger restraint  120  that couple to the restraint framework  110  about the respective coupling locations  131  and  132  of the upright supports. Likewise, the lateral support  113  can be adjusted to suit the passenger and/or the seating location and associated lower attachment points  102 ,  103 . In one aspect, adjustment of the lateral support  113  can adjust the positions of the restraint coupling locations  133 ,  134 . The restraint system may further comprise an upper extension member  114  that can also be length adjustable to accommodate the seating location and an associated upper attachment point  101  of the vehicle. 
     When installed, the upright and lateral supports  111 ,  112 ,  113  of the framework  110  can be tensioned sufficient to prevent excessive movement away from the seat while restraining a passenger in an accident. With sufficient tension in the framework supports  111 ,  112 ,  113 , the passenger can be adequately restrained and supported during erratic driving or an accident despite the use of flexible materials in the construction of the framework  110 . Even with proper tensioning in the framework  110 , the flexibility of the framework  110  can allow the restraint coupling locations to move in various directions (e.g., away from the seat, laterally relative to the seat, or a combination of these) to a certain degree under a load. This can be beneficial when securing a passenger because the flexibility in the framework  110  can make it easier to manipulate the restraint  120  around the passenger. The flexibility of the framework  110  can also dissipate energy to a certain extent in an accident as the framework  110  pulls tight under loads induced by the passenger during the accident. 
     In addition, the restraint framework  110  can include vehicle couplers  141 ,  142 ,  143  operable to facilitate coupling of the restraint framework  110  to the vehicle at the vehicle attachment points  101 ,  102 ,  103 . For example, the restraint framework  110  can comprise vehicle couplers similar to those found for use with the LATCH system. Vehicle couplers  141 ,  142 ,  143  can comprise a clip, hook, strap, band, clasp, loop, ring, plate, or any other suitable structure for coupling the restraint framework  110  to a vehicle. Although the restraint framework  110  is shown as being coupled to the vehicle at three attachment points  101 ,  102 ,  103 , it should be recognized that the restraint framework  110  can be coupled to the vehicle at any suitable number of attachment points and at any suitable location. 
     One embodiment of a restraint framework  210  for supporting a passenger restraint and for facilitating restraint of a passenger within a vehicle is illustrated in  FIGS. 3A and 3B . The restraint framework  210  can comprise upright supports  211 ,  212 , which can have restraint coupling locations  231 ,  232  that provide the locations for and that facilitate coupling of a passenger restraint (not shown, but see  FIGS. 1A-1B ) to the upright supports  211 ,  212 . With passenger restraint coupling locations  231 ,  232 , the restraint framework  210  can facilitate the releasable restraint of an individual about the upright supports  211 ,  212  and the lateral support  213 , as well as the vehicle. In one aspect, no part of the framework  210  is used to directly releasably restrain an individual. In other words, the framework  210  does not extend about or around the body of the passenger, but functions as the support or base for a passenger restraint. This allows all of the support members (e.g., the lateral and the upright supports) of the framework  210  to be secured firmly about the seat. In a specific aspect, each of the upright supports  211 ,  212  and the lateral support  213  comprises an inseparable structural member. In other words, the structure of the upright and lateral supports is not configured to separate, for example, to allow a passenger to gain access to a rear of the framework  210  in order to be secured by the framework itself against a vehicle seat. A passenger restraint coupled to the framework  210  can be used to secure the passenger and can include separable buckles to allow the passenger to be properly positioned within and then secured by the passenger restraint about or to the framework and the vehicle. 
     The restraint framework  210  can also include a lateral support  213  and a junction, such as junctions  261 ,  262 , operable with the lateral support  213  to secure the lateral support  213  to the vehicle about a lower vehicle attachment point, such as attachment points  202 ,  203 . Similarly, the junctions  261  and  262  can also be operable with the upright supports  211  and  212 , respectively, to secure the upright supports to the vehicle. Each of the upright and lateral supports  211 ,  212 ,  213  can comprise ends that terminate at a junction and that are fixed at the junction. Thus, the length of each support can be adjusted independent of the other supports. In one aspect, the junctions  261 ,  262  can be operable with the upright supports  211 ,  212 , respectively, to secure the upright supports to the vehicle about the lower vehicle attachment points  202 ,  203 , respectively. 
     On one side of the restraint framework  210 , restraint coupling location  233  can be formed or placed about either the lateral support  213  or joint  261  to facilitate coupling with the passenger restraint. On the other side of the restraint framework  210 , restraint coupling location  234  can be formed or placed about either the lateral support  213  or joint  262  to facilitate coupling with the passenger restraint. The restraint framework  210  can also include vehicle couplers  241 ,  242 ,  243  operable to facilitate securing of the upright supports  211 ,  212  and the lateral support  213  to the vehicle at vehicle attachment points  201 ,  202 ,  203 , respectively. 
     In one aspect, the upright supports  211 ,  212  converge to a common location, and are operable with the upper vehicle coupler  241 . The common location can be defined by a buckle  216  to provide a coupling or gathering location for the upright supports  211 ,  212 . In addition, the restraint framework  210  can include an upper extension  214  operable with the upright supports  211 ,  212  to secure the upright supports to the vehicle about an upper vehicle attachment point  201 . In one exemplary embodiment, the upper extension  214  and the upright supports  211 ,  212  comprise separate structural members. In this case, the upright supports  211 ,  212  can terminate at the buckle  216 , with the upper extension  214  extending from the buckle  216  toward the upper vehicle coupler  241 . In another exemplary embodiment, the upper extension  214  comprises at least a portion of the upright supports  211 ,  212  coming together and overlapping one another through and beyond the buckle  216 . In this case, the upright supports  211 ,  212  can be gathered by the buckle  216  and extend from the buckle toward the upper vehicle coupler  241 . 
     Additionally, the restraint framework  210  can include adjustment members  251 ,  252 ,  253  to facilitate adjustment of the restraint coupling locations  231 ,  232 ,  233 ,  234 ,  235  relative to vehicle attachment points  201 ,  202 ,  203 . An adjustment member can include a buckle, cam buckle, or any other form of length adjustment mechanism or structure suitable for use with the restraint framework  210 . In one aspect, at least one adjustment member can be operable with each of the upright and lateral supports  211 ,  212 ,  213  to facilitate independent length adjustment of the supports. 
     Another embodiment of a passenger restraint system  300 , a restraint framework  310 , and a restraint  320  is illustrated in  FIGS. 4A and 4B . This example illustrates the restraint framework  310  having only a single upright support  311 . Aside from this distinction, the restraint framework  310  is similar in many respects to the restraint framework  110 ,  210  of  FIGS. 1A and 1B , and  FIGS. 3A and 3B , respectively. The upright support  311  can be coupled to a lateral support  313 . Adjustment members  351 ,  352 ,  353 ,  354  can facilitate adjustment of restraint coupling locations  331 ,  333 ,  334 ,  335  relative to vehicle attachment points  301 ,  302 ,  303 . In addition, the restraint framework  310  can include an upper extension  314  operable with the upright support  311  to secure the upright support to the vehicle about the upper vehicle attachment point  301 . In one embodiment, the upper extension  314  and the upright support  311  can comprise separate structural members. In this case, the upright support  311  can terminate at restraint coupling location  331 , with the upper extension  314  extending from restraint coupling location  331  toward an upper vehicle coupler  341 . In another embodiment, the upper extension  314  can comprise at least a portion of the upright support  311 . In this case, the upright support  311  and the upper extension can be part of the same structural member with no need for a buckle between the upright support  311  and the upper extension  314 . 
     Referring to  FIG. 5 , illustrated is an exemplary embodiment of a junction  461  of a restraint framework as disclosed herein. The junction  461  can be operable with a lateral support  413  to secure the lateral support to a vehicle about a lower vehicle attachment point  402 . For example, the junction  461  can couple the lateral support  413  to a lower coupler  442 , which can be secured to the lower vehicle attachment point  402 . The lateral support  413  can be coupled to the junction via a sewn joint  470 . The lateral support  413  can include a restraint coupling location  433  for coupling with a passenger restraint. The restraint coupling location can be fixed or movable relative to the lateral support  413 . Additionally, the junction  461  can be operable and couple with an upright support  411  to secure the upright support to the vehicle about the lower vehicle attachment point  402 . For example, the upright support  411  can be coupled to the junction  461  via a length adjustment member  451 , which is itself secured to the material extending from the sewn joint. 
     Referring to  FIG. 6A , illustrated is another exemplary embodiment of a junction  561  of a restraint framework as disclosed herein. Instead of a sewn joint, as disclosed in  FIG. 5 , the junction  561  can comprise a plate  570  having a lateral support coupling feature  571  coupled to a lateral support  513 , an upright support coupling feature  572  coupled to an upright support  511 , and a restraint coupling location feature  533  for coupling with a passenger restraint (not shown). The lateral support coupling feature  571  and the restraint coupling feature  533  can be configured to be in line with the upright support  511  (or have an axis parallel to an axis of the upright support  511 ). The upright support coupling feature  572  can be configured to be substantially orthogonal to the lateral support and restraint coupling features  571  and  533 , and the upright support  511 . Alternatively, the plate  570  can comprise an additional restraint coupling location feature  533 ′ can be used for coupling with a passenger restraint or other item that may be coupled to or associated with a passenger restraint system. As will be recognized by those skilled in the art, restraint coupling location feature  533 ′ can be omitted from the plate  570  in some embodiments if it is deemed an extraneous feature. The plate  570  can be constructed of a metal, plastic, composite, or any other suitable material capable of supporting a load, and particularly those anticipated to exist within the restraint systems described herein. 
       FIG. 5B  illustrates is an embodiment of a plate  570  utilized in another junction  561 ′ of a restraint framework  510 ′ as disclosed herein. For example, the restraint framework  510 ′ can be configured similar to the restraint framework  310  of  FIG. 4B  and the plate  570  can replace or substitute for a sewn junction between upright support  511 ′ and lateral support  513 ′. 
     Referring to  FIG. 7 , illustrated is another embodiment of a junction  661  of a restraint framework as disclosed herein. Junction  661  is similar to junction  561  of  FIG. 6A  in many respects, as junction  661  includes a plate  670  having a lateral support coupling feature  671  coupled to a lateral support  613 , an upright support coupling feature  672  coupled to an upright support  611 , and a restraint coupling location feature  633  for coupling with a passenger restraint. In junction  661 , however, at least one of the lateral support coupling feature  671  and the restraint coupling location feature  633  of the plate  670  are configured at an angle  604 ,  605 , respectively, relative to the upright support  611 . The angles  604 ,  605  can better accommodate an angle  606  formed between the upper support  611  and the lateral support  613  compared to the junction  561  of  FIG. 6A . Since the angle  606  formed between the upper support  611  and the lateral support  613  can vary due to a length adjustment of the upper and/or lateral supports, the angles  604 ,  605  can be selected to optimally accommodate the upright and lateral supports representative of a midpoint in the likely adjustment range. For example, angles  604 ,  605  can be greater than about 0 degrees and up to about 45 degrees, as measured from the longitudinal axis of the upper support  611 . It is noted that an angle of 0 degrees is found in junction  561  of  FIG. 6A . It should also be recognized that the angles  604 ,  605  can, but need not, be equal to one another. For example, angle  605  can be selected to accommodate a coupling with a passenger restraint and need not be influenced by angle  604 , which can be related to the angle  606  between the upright support  611  and the lateral support  613 . In one aspect, angle  604  and/or angle  605  can be complementary to the angle  606 . For example, angle  605  and angle  606  can sum to equal 90 degrees. 
     Referring to  FIG. 8 , illustrated is an example configuration of a portion of a passenger restraint, particularly a passenger restraint buckle  726  and a restraint strap  725 . In the example shown, the restraint strap  725  is a crotch strap that can couple or otherwise be secured to a lateral support  713  at restraint coupling location  735 . The restraining location  735  is moveable or adjustable along the length of the lateral support  713 . As specifically shown, the restraint or crotch strap wraps around the lateral support  713 , forming a loop through which the lateral support passes. The restraint or crotch strap may be moveable in a bi-directional manner about the lateral support  713 . Moreover, the restraint strap can be configured to be releasably coupled to the lateral support  713 . 
     The buckle  726  can be a three point buckle for a five point harness restraint. The three point buckle  726  includes a base portion  727  and attachment portions  728 ,  729  that are each individually releasably attachable to the base portion  727 , and that are operable to secure shoulder straps  722  and  721 , respectively. Indeed, the attachment portions  728  and  729 , which are each operable with shoulder straps of a passenger restraint, can be caused to engage the base portion  727 , and then selectively released upon activation of the buckle (e.g., by pushing the release button), thereby facilitating easy securing and release of the passenger within the passenger restraint. The base portion  727  can include a length adjustment feature, such as an integrated length adjustment feature (e.g., a cam mechanism), to facilitate length adjustment of the crotch strap  725 . An integrated length adjustment feature (or other type of adjustment feature) operable with the buckle  726  can maintain ready access to a free end  725 ′ of the crotch strap  725  to simplify securing a passenger with the passenger restraint, and adjusting the crotch strap  725 . Those skilled in the art will recognize that the buckle of a passenger restraint can include an integrated length adjustment feature for any associated strap of the restraint. Moreover, it is contemplated herein that the passenger restraint can be any type of a restraint, and is not limited to a five point passenger restraint. 
     Referring to  FIG. 9 , illustrated is another example configuration of a passenger restraint buckle  826  and a restraint strap  825  as part of a passenger restraint. In some embodiments of a passenger restraint, a buckle  826  without an integrated length adjustment feature may be included. In such embodiments, a T-buckle  836  can be used to couple a crotch strap  825  of the restraint to a middle portion of a lateral support  813  of a restraint framework at a restraint coupling location  835 . The restraining location  835  is moveable or adjustable in a bi-directional manner along the length of the lateral support  813 . In addition, the buckle  826  can be made to be operable with and to secure or couple to the crotch or restraint strap  825 , as well as shoulder straps  821  and  822  in a similar manner as discussed above. 
     The T-buckle  836  can be configured in a T shape and can comprise a base portion  837  slidably coupled to the lateral support  813  and a cross portion  838  coupled to the crotch strap  825 . In one aspect, the base portion  838  and/or the cross portion  838  can include a length adjustment feature, such as a cam mechanism, to adjust a length of the lateral support  813  or the crotch strap  825 , respectively. In the embodiment shown, length adjustment of the crotch strap  825  is made possible via a buckle  843  through which the crotch strap  825  extends through, wherein the buckle  843  can be located anywhere along the length of the crotch strap  825 . 
     In accordance with one embodiment of the present invention, a method for facilitating the restraint of an individual within a vehicle using a vehicle restraint system is disclosed. The method can comprise providing a restraint framework having a plurality of supports, at least some of the supports comprising a restraint coupling location. The method can further comprise facilitating the releasable coupling of the supports to the vehicle. Additionally, the method can comprise facilitating the coupling of a passenger restraint to the restraint framework about the restraint coupling locations, the passenger restraint being configured to releasably restrain an individual about the restraint framework and the vehicle. 
     In one aspect, the method can further comprise providing a passenger restraint coupled to the restraint framework about the restraint coupling locations, the passenger restraint being configured to releasably restrain an individual about the restraint framework and the vehicle. In another aspect, the method can further comprise facilitating the length adjustment of at least one of the supports and an associated restraint coupling location. Facilitating the releasable coupling of the supports to the vehicle can comprise facilitating operation of a vehicle coupler with at least one of the supports, such as attaching a vehicle coupler to an end of the support. In one aspect, facilitating the coupling of a passenger restraint to the restraint framework can comprise securing a passenger restraint to the restraint framework. In another aspect, facilitating the coupling of a passenger restraint to the restraint framework can comprise providing a passenger restraint that removably couples to the restraint framework. 
     It is to be understood that the embodiments of the invention disclosed are not limited to the particular structures, process steps, or materials disclosed herein, but are extended to equivalents thereof as would be recognized by those ordinarily skilled in the relevant arts. It should also be understood that terminology employed herein is used for the purpose of describing particular embodiments only and is not intended to be limiting. 
     Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment. 
     As used herein, a plurality of items, structural elements, compositional elements, and/or materials may be presented in a common list for convenience. However, these lists should be construed as though each member of the list is individually identified as a separate and unique member. Thus, no individual member of such list should be construed as a de facto equivalent of any other member of the same list solely based on their presentation in a common group without indications to the contrary. In addition, various embodiments and example of the present invention may be referred to herein along with alternatives for the various components thereof. It is understood that such embodiments, examples, and alternatives are not to be construed as de facto equivalents of one another, but are to be considered as separate and autonomous representations of the present invention. 
     Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided, such as examples of lengths, widths, shapes, etc., to provide a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that the invention can be practiced without one or more of the specific details, or with other methods, components, materials, etc. In other instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring aspects of the invention. 
     While the forgoing examples are illustrative of the principles of the present invention in one or more particular applications, it will be apparent to those of ordinary skill in the art that numerous modifications in form, usage and details of implementation can be made without the exercise of inventive faculty, and without departing from the principles and concepts of the invention. Accordingly, it is not intended that the invention be limited, except as by the claims set forth below.