CHILD RESTRAINT SYSTEM

Info

Publication number: 20160304004
Type: Application
Filed: Apr 15, 2016
Publication Date: Oct 20, 2016
Inventors: Erica Sandbothe (Pittsburgh, PA), Arjit Arora (Pittsburgh, PA), John Walker (Pittsburgh, PA), Jacob A. Seal (Pittsburgh, PA), Rochak Chadha (Pittsburgh, PA), Henry F. Thorne (Pittsburgh, PA), Suraj Joseph (Pittsburgh, PA), Mara McFadden (Pittsburgh, PA), Richard Juchniewicz (Pittsburgh, PA)
Application Number: 15/130,135

Abstract

A child restraint system is disclosed. The child restraint system can include a control circuit in communication with an accident sensor system. The child restraint system can also include an actuator. The control circuit is configured to control the actuator based on input from the accident sensor system. The actuator can actuate a safety feature of the child restraint system within a reaction time window of the accident sensor system. The actuator can include a pyrotechnic initiator. The actuator can be a leveling actuator or a tensioning actuator, for example. The actuator can be an inflatable airbag or a deployable piston, for example.

Description

Description

PRIORITY CLAIM

This application claims the benefit under 35 U.S.C. §119(e) of co-pending U.S. Provisional Patent Application No. 62/148,563, entitled METHODS AND SYSTEMS FOR WIRELESS COMMUNICATIONS AND CONTROL OF JUVENILE PRODUCTS, filed Apr. 16, 2015, which is incorporated by reference herein in its entirety.

CROSS-REFERENCE TO RELATED APPLICATIONS

The following commonly-owned U.S. patent applications, which are filled on even date herewith, are incorporated by reference herein in their respective entireties:

- U.S. patent application Ser. No. ______, entitled USER-DEFINED STIMULATION PATTERNS FOR JUVENILE PRODUCTS (Attorney Docket No. 160106); and
- U.S. patent application Ser. No. ______, entitled MOBILE APPLICATION FOR WHEELED JUVENILE PRODUCT (Attorney Docket No. 160108).

BACKGROUND

The present disclosure is generally directed to child restraint systems (CRS), such as car seats for use in a vehicle. Child restraint systems provide a secure place for a child to sit in a vehicle. If the vehicle is involved in an accident, the child restraint system installed in the vehicle can restrain and protect the child.

The foregoing discussion is intended only to illustrate various aspects of the related art in the field at the time, and should not be taken as a disavowal of claim scope.

BRIEF DESCRIPTION OF THE DRAWINGS

Various features of the embodiments described herein, together with the advantages thereof, may be understood in accordance with the following description taken in conjunction with the accompanying drawings.

FIG. 1 is a perspective view of a child restraint system, including a base and a seat, according to at least one embodiment of the present disclosure.

FIG. 2 is an exploded perspective view of the child restraint system of FIG. 1, according to at least one embodiment of the present disclosure.

FIG. 3 is another exploded perspective view of the child restraint system of FIG. 1, in which a rear cover panel of the base is removed for illustrative purposes, according to at least one embodiment of the present disclosure.

FIG. 4 is a perspective view of the base of FIG. 1, in which a portion of the base is removed for illustrative purposes and depicting a leveler and a tensioner in the base, according to at least one embodiment of the present disclosure.

FIG. 5 is a plan view of the base of FIG. 1, in which a portion of the base shell is removed for illustrative purposes, according to at least one embodiment of the present disclosure.

FIG. 6 is a plan view of the leveler of FIG. 4, including movable rails positioned in mounting tracks of the base, according to at least one embodiment of the present disclosure.

FIG. 7 is a perspective view of a drive system of the leveler of FIG. 4, according to at least one embodiment of the present disclosure.

FIG. 8 is a plan view of the drive system of FIG. 7, according to at least one embodiment of the present disclosure.

FIG. 9 is a cross-sectional view of a portion of the leveler of FIG. 4, according to at least one embodiment of the present disclosure.

FIG. 10 is an elevation view of the base of FIG. 1, in which a portion of the base is removed for illustrative purposes, and the leveler of FIG. 4 is depicted in a first position, according to at least one embodiment of the present disclosure.

FIG. 11 is an elevation view of a portion of the base of FIG. 1, in which a portion of the base is removed for illustrative purposes, and the leveler of FIG. 4 is depicted in a second position, according to at least one embodiment of the present disclosure.

FIG. 12 is an elevation view of a portion of the leveler of FIG. 4, in which various elements are transparent for illustrative purposes, and depicting a manual override lock system in a locked configuration, according to at least one embodiment of the present disclosure.

FIG. 13 is an elevation view of the manual override lock system of FIG. 12, depicting the manual override lock system in an unlocked configuration, according to at least one embodiment of the present disclosure.

FIG. 14 is an elevation view of the base of the child restraint system of FIG. 1, depicting the base mounted to a vehicle seat with an integral belt of the base, according to at least one embodiment of the present disclosure.

FIG. 15 is an elevation view of the base of FIG. 1, depicting the base mounted to a vehicle seat with a vehicle belt, according to at least one embodiment of the present disclosure.

FIG. 16 is a perspective view of the base of FIG. 1, depicting the vehicle belt of FIG. 15 engaged with the base, according to at least one embodiment of the present disclosure.

FIG. 17 is an elevation view of the base of FIG. 1, in which a portion of the base is removed for illustrative purposes, and depicting the vehicle belt of FIG. 16 engaged with the base, according to at least one embodiment of the present disclosure.

FIG. 18 is a perspective view of the tensioner of FIG. 4, depicting a clamp arm of a lock off of the tensioner in an unclamped position, according to at least one embodiment of the present disclosure.

FIG. 19 is an elevation view of the tensioner of FIG. 18, depicting the clamp arm in the unclamped position of FIG. 18, according to at least one embodiment of the present disclosure.

FIG. 20 is a cross-sectional elevation view of the tensioner of FIG. 18, depicting the clamp arm in the unclamped position of FIG. 18, according to at least one embodiment of the present disclosure.

FIG. 21 is a perspective view of the tensioner of FIG. 18, depicting the clamp arm in a clamped position, according to at least one embodiment of the present disclosure.

FIG. 22 is an elevation view of the tensioner of FIG. 18, depicting the clamp arm in the clamped position of FIG. 21, according to at least one embodiment of the present disclosure.

FIG. 23 is a cross-sectional elevation view of the tensioner of FIG. 18, depicting the clamp arm in the clamped position of FIG. 21, according to at least one embodiment of the present disclosure.

FIG. 24 is a perspective view of the tensioner of FIG. 18, in which a gear box shroud has been removed for illustrative purposes, and depicting the clamp arm in the clamped position of FIG. 21 and the lock off of the tensioner in a tensioned orientation, according to at least one embodiment of the present disclosure.

FIG. 25 is a cross-sectional elevation view of the tensioner of FIG. 18, depicting the clamp arm in the clamped position of FIG. 21 and the lock off in the tensioned orientation of FIG. 24, according to at least one embodiment of the present disclosure.

FIG. 26 is a perspective view of the tensioner of FIG. 18, depicting the vehicle belt of FIG. 15 engaged with the tensioner, and further depicting the clamp arm in the unclamped position of FIG. 18, according to at least one embodiment of the present disclosure.

FIG. 27 is a cross-sectional elevation view of the tensioner of FIG. 18, depicting the vehicle belt of FIG. 15 engaged with the tensioner and further depicting the clamp arm in the unclamped position of FIG. 18, according to at least one embodiment of the present disclosure.

FIG. 28 is a perspective view of the tensioner of FIG. 18, depicting the vehicle belt of FIG. 15 engaged with the tensioner, further depicting the clamp arm in the clamped position of FIG. 21, and further depicting the lock off in the tensioned orientation of FIG. 24, according to at least one embodiment of the present disclosure.

FIG. 29 is a cross-sectional elevation view of the tensioner of FIG. 18, depicting the vehicle belt of FIG. 15 engaged with the tensioner, further depicting the clamp arm in the clamped position of FIG. 21, and further depicting the tensioning shaft in the tensioned orientation of FIG. 24, according to at least one embodiment of the present disclosure.

FIG. 30 is an elevation view of the tensioner of FIG. 18, in which portions of the housing are removed to expose a ratchet assembly, depicting the ratchet assembly in the engaged configuration, according to at least one embodiment of the present disclosure.

FIG. 31 is another elevation view of the tensioner of FIG. 18, in which portions of the housing are removed to expose the ratchet assembly of FIG. 30, depicting the ratchet assembly in the disengaged configuration, according to at least one embodiment of the present disclosure.

FIG. 32 is a perspective view of the seat of the child restraint system of FIG. 1, including a five-point harness for securing a child in the seat, according to at least one embodiment of the present disclosure.

FIG. 33 is a perspective view of the seat of FIG. 32, in which a portion of the seat is removed for illustrative purposes, according to at least one embodiment of the present disclosure.

FIG. 34 is a cross-sectional elevation view of the seat of FIG. 32, in which various elements of the seat are removed for illustrative purposes, according to at least one embodiment of the present disclosure.

FIG. 35 is a detail view of the cross-sectional elevation view of FIG. 34, depicting a central strap of the five-point harness in a first, locked position, according to at least one embodiment of the present disclosure.

FIG. 36 is a detail view of the cross-sectional view of FIG. 34, depicting the central strap of the five-point harness in an unlocked position, according to at least one embodiment of the present disclosure.

FIG. 37 is a detail view of the cross-sectional view of FIG. 34, depicting the central strap of the five-point harness in a second, locked position, according to at least one embodiment of the present disclosure.

FIG. 38 is a perspective view of the seat of FIG. 32, in which a portion of the seat is removed for illustrative purposes and depicting a top tether belt system, according to at least one embodiment of the present disclosure.

FIG. 39 is a cross-sectional elevation view of a portion of the seat of FIG. 32, depicting a portion of the top tether belt system of FIG. 38 in a first configuration, according to at least one embodiment of the present disclosure.

FIG. 40 is a cross-sectional elevation view of a portion of the seat of FIG. 32, depicting a portion of the top tether belt system of FIG. 38 in a second configuration, according to at least one embodiment of the present disclosure.

FIG. 41 is an electrical schematic of a portion of a control system for a child restraint system, according to at least one embodiment of the present disclosure.

FIG. 42 is an electrical schematic of another portion of the control system for the child restraint system of FIG. 41, according to at least one embodiment of the present disclosure.

FIG. 43 is a cross-sectional elevation view of the base of FIG. 1, in which various elements are removed for illustrative purposes, according to at least one embodiment of the present disclosure.

FIG. 44 is an elevation view of the lock off mechanism of the tensioner of FIG. 4, in which the lock is transparent for illustrative purposes, and further depicting the integral belt of the child restraint system and the vehicle belt of FIG. 15 engaged with the lock off mechanism, according to at least one embodiment of the present disclosure.

FIG. 45 is a perspective view of the lock off mechanism of FIG. 44, depicting the lock off mechanism in an unlocked, unclamped position, according to at least one embodiment of the present disclosure.

FIG. 46 is an elevation view of the lock off mechanism of FIG. 44, depicting the lock off mechanism in a locked, clamped position, according to at least one embodiment of the present disclosure.

FIG. 47 is an elevation view of a base for a child restraint system, depicting a leveling foot in an extended position, according to at least one embodiment of the present disclosure.

FIG. 48 is an elevation view of the base of FIG. 47, depicting the base mounted to a vehicle seat with an integral belt, according to at least one embodiment of the present disclosure.

FIG. 49 is a block diagram of a vehicle with a child restraint system and an accident sensor system, according to at least one embodiment of the present disclosure.

FIG. 50 is a diagram of the accident sensor system of FIG. 49, according to at least one embodiment of the present disclosure.

FIG. 51 is an elevation view of a child restraint system with numerous airbag pockets, according to at least one embodiment of the present disclosure.

FIG. 52 is another elevation view of the child restraint system of FIG. 51, according to at least one embodiment of the present disclosure.

FIG. 53 is another elevation view of the child restraint system of FIG. 51, depicting numerous airbags deployed from the airbag pockets, according to at least one embodiment of the present disclosure.

FIG. 54 is another elevation view of the child restraint system of FIG. 51, depicting numerous airbags deployed from the airbag pockets, according to at least one embodiment of the present disclosure.

FIG. 55 is an elevation view of a child restraint system with numerous airbag pockets, according to at least one embodiment of the present disclosure.

FIG. 56 is another elevation view of the child restraint system of FIG. 55, depicting numerous airbags deployed from the airbag pockets, according to at least one embodiment of the present disclosure.

FIG. 57 is a perspective view of a seat of a child restraint system with numerous airbag pockets, according to at least one embodiment of the present disclosure.

FIG. 58 is another perspective view of the seat of FIG. 57, depicting numerous airbags deployed from the airbag pockets, according to at least one embodiment of the present disclosure.

FIG. 59 is a perspective view of a seat of a child restraint system, wherein the harness comprises an airbag, according to at least one embodiment of the present disclosure.

FIG. 60 is another perspective view of the seat of FIG. 59, depicting the airbag deployed from the harness, according to at least one embodiment of the present disclosure.

FIG. 61 is a perspective view of a seat of a child restraint system, depicting an airbag in a pre-deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 62 is another perspective view of the seat of FIG. 61, depicting the airbag in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 63 is a perspective view of a seat of a child restraint system, depicting a harness tensioning actuator in an unactuated position, according to at least one embodiment of the present disclosure.

FIG. 64 is another perspective view of the seat of FIG. 63, depicting the harness tensioning actuator in an actuated position, according to at least one embodiment of the present disclosure.

FIG. 65 is a perspective view of a seat of a child restraint system, depicting an airbag in a pre-deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 66 is another perspective view of the seat of FIG. 65, depicting the airbag in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 67 is a perspective view of a seat of a child restraint system, depicting a top tether tensioning actuator in an unactuated position, according to at least one embodiment of the present disclosure.

FIG. 68 is another perspective view of the seat of FIG. 67, depicting the top tether tensioning actuator in an actuated position, according to at least one embodiment of the present disclosure.

FIG. 69 is an elevation view of a child restraint system, depicting an airbag in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 70 is an elevation view of a child restraint system, depicting an airbag in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 71 is an elevation view of a child restraint system, depicting an airbag in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 72 is an elevation view of a child restraint system, depicting a mechanical actuator in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 73 is an elevation view of a child restraint system, depicting a mechanical actuator in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 74 is an elevation view of a child restraint system, depicting a mechanical actuator in a deployed configuration, according to at least one embodiment of the present disclosure.

FIG. 75 is a block diagram of a communications system for the child restraint system for the vehicle of FIG. 49, according to at least one embodiment of the present disclosure.

The exemplifications set out herein illustrate various embodiments of the invention, in one form, and such exemplifications are not to be construed as limiting the scope of the invention in any manner.

DETAILED DESCRIPTION

A child restraint system can provide a secure place for a child to sit in a vehicle. The child restraint system can include safety features that protect the child during normal operation of the vehicle and when the vehicle is involved in an accident. An accident can include a collision, near collision, sudden change in the vehicle's direction and/or sudden change in the vehicle's velocity, for example. If a vehicle is involved in an accident, the child restraint system can be configured to safely restrain and protect the child.

An accident sensor system or accident detection system can be employed to detect when an accident is imminent or otherwise anticipated. Various accident sensor systems are further described herein. The accident sensor system can communicate with the child restraint system prior to, during, and/or after the accident. In various instances, the child restraint system can be configured to react to input from the accident sensor system. For example, the child restraint system can implement one or more safety features and/or take actions to mitigate the effect of the accident before, during and/or after the accident.

In certain instances, the child restraint system can make at least one safety adjustment within a reaction time window prior to the accident. The reaction time window is the time interval between when an accident is detected by the accident sensor system and when the accident occurs. The reaction time window can depend on the type of the accident sensor system and the precision of its determinations. In certain instances, the reaction time window may be approximately 100 milliseconds. In other instances, the reaction time window may be less than 10 milliseconds or more than 100 milliseconds. Additionally or alternatively, the child restraint system may make at least one safety adjustment after the reaction time window.

Various exemplary child restraint systems are described herein. For example, exemplary child restraint systems and subsystems thereof are depicted in FIGS. 1-48. The reader will appreciate that accident sensor systems and various reactions thereto by a child restraint system can be employed by various child restraint systems and subsystems thereof, such as those depicted in FIGS. 1-48, for example, and including rearward-facing infant carriers, forward-facing infant carriers, forward-facing convertible child seats, rearward-facing convertible child seats, combination seats, and booster seats, for example.

In one general aspect, the present invention is directed to a child car seat, often referred to as a child restraint system (CRS), that executes one or a number of automatic reactions in response to the detection of a potentially imminent accident, crash or other type of dangerous condition involving the vehicle in which the CRS is located. The CRS's reactions can include danger-mitigating reactions or data collection/reporting reactions, for example, as described further below. FIG. 49 is a block diagram of a motor vehicle 14 according to various embodiments of the present invention, showing that the vehicle 14 comprises an accident sensor system 10 in communication with a CRS 12. By way of example, the motor vehicle 14 can be an automobile, a bus, a truck, a boat, or train. As described in more detail below, the accident sensor system 10 includes one or more sensors that monitor, in an ongoing manner while the vehicle 14 is moving, conditions indicative of an impending crash or accident involving the vehicle 14. The accident sensor system 10 may be separate from the CRS 12, as shown in FIG. 49, in which case the accident sensor system 10 is in wired or wireless communication with the CRS 12, such that they are linked and in communication prior to the accident, and preferably prior to the vehicle 14 starting to drive (e.g., they are linked after the vehicle is turned on but before it starts to move at the start of a drive, or very shortly thereafter). In other embodiments, the accident sensor system 10 is included as part of the CRS 12. Also, the system may include multiple accident sensor systems 10, all in communication with the CRS 12, and the CRS 12 can perform a reaction (or reactions) in response to inputs from one or all of the multiple accident sensor systems 10. More details about the CRS 12, the accident sensor system 10, and possible reactions by the CRS 12 in response to the detected dangerous conditions are described below.

As shown in FIG. 49 and as described below, the CRS 12 includes one more actuators 28, which may be implemented as motors or drive systems for adjusting the CRS 12 in the vehicle 14 for normal use. The actuator(s) 28 may also include safety reaction system(s) for taking a danger-mitigating reaction in response to detection of an imminent vehicle crash. The CRS 12 preferably also is “smart” in the sense that it includes a processor-based control circuit 18 that comprises one or more processors 20, associated memory 22, and one or more controllers 26. The controller(s) 26 may be a control circuit(s) (e.g., motor controller integrated circuits, etc.) that controls one or more of the actuators 28, based on commands from the processor 20. The memory 22 stores software that is executed by the processor 20 (which may be internal and/or external to the processor 20). Among other things, germane to various embodiments of this invention, the memory 22 stores software that when executed by the processor 20 causes the processor 20 to issue commands to the controller(s) 26 to control the actuator(s) 28 in accordance with a danger-mitigating reaction when the accident sensor system 10 detects an impending crash or accident involving the vehicle 14 that is communicated to the CRS 12. As described below, the memory 22 may also store software that when executed by the processor 20 causes the processor 20 to process the sensor data from the sensors of the accident sensor system 10 in order to detect the potentially dangerous conditions that trigger a reaction (or reactions). The CRS 12 may also include a user interface 24, that may include, for example, a touchscreen and/or control panel that allows a user of the CRS 12, i.e., a caregiver for the juvenile that occupies the CRS 12, to control the operation of the CRS 12 (e.g., adjust the CRS, check it status, etc.).

In various embodiments, the CRS 12 may also include a wireless communication circuit 30 that allows the CRS 12 to communicate wirelessly with external devices, such as the accident sensor system 10, using some or all of the following wireless communication protocols: WiFi (IEEE 802.11x), Bluetooth communication circuit, Near-field Communication (NFC), ZigBee, Z-Wave, or Wireless USB, or any other suitable wireless communication capability. The wireless communication circuit 30 is in communication with the control circuit 18. Accordingly, the data transmitted wirelessly by the accident sensor system 10 may be received by the wireless communication circuit 30 and processed by the control circuit 18. For example, the accident sensor system 10 may be in ongoing communication with the CRS 12 while the vehicle 14 is moving, and continuously monitors the sensor data to detect from the sensor data various dangerous condition thresholds. When the accident sensor system 10 detects conditions indicative of an imminent or anticipated accident involving the vehicle 14, the accident sensor system 10 may send an alert or similar type data to the CRS 12 to alert the CRS 12 to the imminent accident. The alert data from the accident sensor system 10 can also include indications about the direction of the accident with respect to the vehicle 14 and the expected impact. The CRS 12, and in particular the CRS's processor 20 (executing the software in the memory 22), can process the alert data from the accident sensor system 10 and, based thereon, issue command signals to the controllers 26 of the CRS 12 to control their associated actuators 28 according to a preprogrammed response for the detected dangerous condition.

Only one processor 20, one memory unit 22, one controller 26, and one actuator 28 are shown in FIG. 49 for the sake of simplicity, although it should be recognized that the control circuit 18 could include multiple processors 20, memory units 22 and/or controllers 26, and/or that the CRS 12 may include multiple actuator 28, in various embodiments.

The reader will appreciate that the accident sensor system 10 can be in communication with various suitable child restraint systems disclosed herein. Moreover, the various child restraint systems can include the processor-based control circuit 18 for receiving input from the accident sensor system 10 and implementing reactions thereto, as described above.

Referring now to FIGS. 1-3, a child restraint system 100 is depicted. The child restraint system 100 includes a base 102 and a child receiving portion or seat 104. The base 102 is configured to be installed in a vehicle, and the seat 104 is configured to releasably engage the base 102. As described herein, the base 102 can be installed in a vehicle using an integral belt of the base 102 or a vehicle belt, for example. Additionally, the seat 104 is configured to releasably lock to the base 102 in different orientations. For example, the seat 104 can engage the base 102 in a forward-facing orientation, as shown in FIG. 1. In other instances, the seat 104 can engage the base 102 in a rearward-facing orientation. In at least one embodiment, to permit engagement between the base 102 and the seat 104 in different orientations, the mechanical couplings between the base 102 and the seat 104 are reversible.

Child restraint systems, such as the system 100, for example, can be installed in many different vehicles. For example, a child restraint system can be installed in a variety of motor vehicles, such as cars and vans, in airplanes, and/or in public transit vehicles, such as buses and trains. A user of a child restraint system may need to install the child restraint system in a vehicle and subsequently uninstall the child restraint system from the vehicle. Thereafter, the child restraint system may be installed in a different vehicle.

In various instances, a child restraint system, such as the system 100, for example, can be configured for installation in vehicles in a variety of ways. For example, a child restraint system can be installed in a vehicle using a belt that is part of the vehicle, i.e., a vehicle belt, such as the seat belt or safety belt of a motor vehicle. Alternatively, the child restraint system can be installed in a vehicle using a belt system that is integral to the child restraint system, i.e., an integral belt, such as a LATCH belt or an ISOFIX belt. ISOFIX is the international standard for attachment points for child restraint systems in passenger cars. In the United States, such standards are often referred to as Lower Anchors and Tethers for Children, or LATCH. It can be suggested to install a particular child restraint system with a vehicle belt under certain circumstances, and suggested to install a particular child restraint system with an integral belt under other circumstances.

Certain vehicles may require installation with a certain belt system and other vehicles may permit installation with more than one belt system. Though a child restraint system can be installed using different belt systems, a child restraint system can be designed for use with a single belt system at a time.

The recommended belt system (e.g. a vehicle belt or an integral belt) for installing a child restraint system can depend on the size of the child and/or the facing direction of the seat of the child restraint system. Child restraint systems can be sized and configured to fit children of predefined size ranges. For example, a particular child restraint system can be sized and configured to hold young infants, such as newborns, and another child restraint system can be sized and configured to hold larger children, such as toddlers. It can be desirable to provide a child restraint system that fits a large size range of children, including young infants and toddlers, for example. Such child restraint systems may include accessories, such as a newborn insert, for use with the child restraint system depending on the size of the child that is using the child restraint system at a particular time. Adjustment features can be important for child restraint systems that are designed to accommodate a large size range of children.

In various instances, a child restraint system, such as the system 100, for example, can be installed in a first manner for children up to a predefined size or size range, and installed in a second manner for children over a predefined size or size range. For example, when used for a smaller child, a seat of the child restraint system can be installed in a rearward-facing position and, when used for a larger child, the seat of the same child restraint system can be installed in a forward-facing orientation. Such child restraint systems are often referred to as convertible car seats.

Referring primarily to FIGS. 2 and 3, the base 102 includes coupling rods 106a, 106b (FIG. 2) and the seat 104 includes coupling hooks 108 (FIG. 3). The coupling hooks 108 are configured to releasably engage the coupling rods 106a, 106b to releasably hold the seat 104 relative to the base 102. When the coupling rods 106a, 106b are moved into engagement with the coupling hooks 108, the coupling hooks 108 can snap or spring around the coupling rods 106a, 106b. For example, the coupling hooks 108 can be spring-loaded toward a locked or engaged position.

Referring primarily to FIG. 3, the seat 104 includes a release lever or handle 111 for releasing the coupling hooks 108 from the coupling rods 106a, 106b. The release handle 111 is connected to a mechanical linkage in the seat 104 and the mechanical linkage is connected to each coupling hook 108. In use, a user can activate the release handle 111 on the seat 104 to overcome the spring-loaded bias of the coupling hooks 108 and move the coupling hooks 108 to an unlocked or disengaged position. When in the unlocked position, the coupling hooks 108 can be moved out of engagement with the coupling rods 106a, 106b such that the seat 104 can be released and removed from the base 102.

In other instances, the base 102 can include coupling hooks and/or the seat 104 can include coupling rods. In still other instances, the seat 104 can be fixedly coupled to the base 102. For example, the seat 104 and the base 102 can form an integrated assembly.

The various electrical components of the CRS 100 (see FIG. 49 for example) can be located in the seat 104 or base 102, and the electrical components can be powered by a battery pack, which can be located in the seat 104 or the base 102 (or both if multiple battery packs are used). Additionally or alternatively, the child restraint system 100 can include a power cord, which can be connected to an external power source, such as a battery in a motor vehicle, for example.

To power the electronic component(s), the child restraint system 100 can include electrical couplings between the base 102 and the seat 104. For example, the base 102 and the seat 104 can include electrical contacts that are in mating contact when the seat 104 is engaged with the base 102. The electrical contacts on either the base 102 or the seat 104 can be coupled to the power source. For example, when a battery pack 116 is in the base 102, as shown in FIGS. 4 and 5, electrical contacts in the base 102 can be hardwired to the battery pack 116. Moreover, the electrical contacts on either the base 102 or the seat 104 can be coupled to the electronic component(s). For example, electrical contacts in the seat 104 can be hardwired to the electronic component(s) in the seat 104.

In certain instances, the coupling rods 106 and/or the coupling hooks 108 can include the electrical contacts, which are configured to mate when the seat 104 is releasably locked to the base 102. For example, the base 102 can include electrical contacts 107a, 107b (FIG. 2), and the seat 104 can include electrical contacts 109a, 109b (FIG. 3) on the coupling hooks 108. The electrical contacts 107a, 107b can be electrically coupled to the battery pack 116, and the electrical contacts 109a, 109b can be electrically coupled to the electronic component(s) in the seat 104, which are described in greater detail herein. The electrical contacts 107a, 107a, 109a, 109b are in mating contact when the seat 104 is engaged with the base 102, and current can flow across the mating electrical contacts 107a, 107b, 109a, 109b to power the electronic components.

In various instances, the child restraint system 100 can include an orientation sensor. When the seat 104 is forward-facing, the electrical contact 107a can be in mating contact with the electrical contact 109a, and the electrical contact 107b can be in mating contact with the electrical contact 109b. Similarly, when the seat 104 is rearward-facing relative to the base 102, the electrical contact 107a can be in mating contact with the electrical contact 109b and the electrical contact 107b can be in mating contact with the electrical contact 109a.

The arrangement of the electrical contacts 107a, 107b, 109a, 109b can be configured to detect the orientation of the seat 104 relative to the base 102. In at least one instance, either the electrical contact 107a or the electrical contact 107b can be powered. When the seat 104 is coupled to the base 102, the electrical contact 107a or 107b in the base 102 that is powered will make contact with either the electrical contact 109a or the electrical contact 109b in the seat 102. Based on which of the mating connector pairs is powered, the child restraint system 100 can detect the orientation of the seat 104 relative to the base 102.

Additionally or alternatively, the arrangement of electrical contacts between the seat 104 and the base 102 can be configured to detect the orientation of the seat 104 relative to the base 102. In certain instances, when the seat 104 is forward-facing, a first pattern of electrical contacts can mate and, when the seat 104 is rearward-facing, a second pattern of electrical contacts can mate. Based on the mating pattern of the electrical contacts, the control circuit 118 (FIG. 3, see also control circuit 18 of FIG. 49)) of the child restraint system 100 can determine the orientation of the seat 104 relative to the base 102.

In certain instances, the base 102 and the seat 104 can include more than four or less than four coupleable electrical contacts. Additionally or alternatively, the electrical contacts can be positioned on the outer shell 110 of the base 102 and/or the outer shell 214 of the seat 104, for example. In still other instances, the electrical contacts can be positioned on the coupling rods 106a, 106b and/or coupling hooks 108 and/or the latches within the coupling hooks 108, for example.

In certain instances, the orientation of the seat 104 relative to the base 102 can be detected with a sensor that is actuated by a feature on the seat. For example, the orientation sensor can comprise a switch, an optical sensor, and/or a magnetic sensor. Such a sensor can be positioned on the base 102. A feature on the seat 104 can be configured to engage the sensor when the seat 104 is in a particular orientation relative to the base 102. For example, a feature on the seat 104 can be configured to engage the sensor when the seat 104 is in the rearward-facing orientation, and the feature may not engage the sensor when the seat 104 is in the forward-facing orientation. Additionally or alternatively, a feature on the seat 104 can be configured to engage the sensor when the seat 104 is in the forward-facing orientation, and the feature may not engage the sensor when the seat 104 is in the rearward-facing orientation

In various instances, the coupling hooks 108 can include sensors, which are configured to detect if the coupling hooks 108 are engaged with the coupling rods 106a, 106b. For example, when the coupling hooks 108 spring around the coupling rods 106a, 106b to lock the seat 104 to the base 102, sensors in the coupling hooks 108 can detect the engagement. The sensors can include switches, for example. As further described herein, the engagement sensors in the coupling hooks 108 can be in communication with the control circuit 118 (FIG. 3) and can communicate the engaged state to the control circuit 118. Similarly, when the coupling hooks 108 disengage the coupling rods 106a, 106b, the sensors can communicate the disengaged state to the control circuit 118.

Additionally or alternatively, the coupling rods 106a, 106b can include coupling sensors. In still other instances, the frame 110 of the base 102 and/or the frame 214 of the seat 104 can include coupling sensors.

The base 102 includes an outer shell 110, which houses various mechanical and electrical components. The outer shell 110 includes at least one access door, which provides access to at least one mechanical and/or electrical component in the base 102. Referring primarily to FIG. 2, the base 102 includes a front access door 112 and a rear access door 114. The access doors 112, 114 provide access to various manual override features, as described in greater detail herein. The front access door 112 also provides access to the battery pack 116 (FIGS. 4 and 5), which is configured to power the child restraint system 100.

Referring again to FIG. 3, the control circuit 118 is positioned in the base 102. In other instances, the control circuit 118 can be positioned in the seat 104. The control circuit 118 is powered by the battery pack 116. In various instances, the control circuit 118 is configured to operate an installation and/or startup sequence. The sequence can include various steps and/or status checks to confirm that the base 102 is properly installed in a vehicle and/or can include a complete automatic or semi-automatic installation procedure. Throughout the startup and/or installation procedure(s), the control circuit 118 can receive feedback from various sensors regarding conditions for installation and/or the state of the child restraint system 100. For example, the control circuit 118 can receive feedback from various sensors to confirm that the seat 104 is properly engaged with the base 102 and/or that the child is properly secured in the seat 104. In certain instances, the control circuit 118 can initiate a tensioning operation followed by a leveling operation. In other instances, the control circuit 118 can initiate a leveling operation followed by a tensioning operation and/or can initiate either a leveling operation or a tensioning operation. As described in greater detail herein, the base 102 includes a motor-driven leveler 160 and a motor-driven tensioner 130 (see, e.g., FIGS. 4 and 5). Based on the feedback from the sensors and/or the input to the control circuit 118, the control circuit 118 can automatically level the base 102 using the leveler 160 and automatically tension the engaged belt system using the tensioner 130. Exemplary startup and installation procedures are described in greater detail herein.

The base 102 also includes a user interface 120 (see also user interface 24 of FIG. 49), which is in communication with the control circuit 118. The base 102 includes a user interface 120 on each side of the base 102 such that a user interface 120 is easily accessible regardless of which side of a vehicle (e.g. the driver's side or the passenger's side) the base 102 has been installed. In other instances, the base 102 can include a single user interface 120 and/or the user interface 120 can be positioned on a front side of the base 102. In still other instances, the seat 104 of the child restraint system 100 can include the user interface 120 and/or a user interface can be integrated into an application program, which can be operated on a mobile device, such as a “smart” mobile phone or tablet, for example.

The user interface 120 can include at least one screen, at least one light, such as an LED, for example, at least one speaker, and/or at least one button or switch, for example. In various instances, the user interface can include at least one wired and/or physical connection, such as a port and/or dock for a “smart” mobile phone and/or tablet. Referring to FIGS. 1-5, in at least one example, each user interface 120 includes a speaker 121a, a screen 121b, and a button 121c. An operator can provide input to the user interface 120 to install and/or uninstall the base 102 of the child restraint system 100. For example, an operator can press the button 121c on the user interface 120 to initiate a startup sequence, as further described herein.

Referring primarily to FIGS. 4 and 5, in at least one example, the child restraint system 100 includes at least one motor-driven system for facilitating installation of the child restraint system 100 in a vehicle. For example, the child restraint system 100 includes the motor-driven tensioner 130 for tensioning the belt system that is used to install the child restraint system 100 in the vehicle (i.e., the engaged belt system). Additionally, the child restraint system 100 includes the motor-drive leveler 160 for leveling the child restraint system 100 in the vehicle. The motors of the tensioner 130 and the leveler 160 can be controlled by the control circuit 118 (FIG. 3) and can be implemented based on user input to the user interface 120. In various instances, at least one motor-driven system can include a manual override feature for optional, manual operation of the system.

In certain instances, a child restraint system can include a combination of motor-driven systems and manually-operated systems for installing the child restraint system in a vehicle. For example, a child restraint system can include one of the motor-driven tensioner 130 and the motor-driven leveler 160. The other system can be manually operated, for example.

Referring primarily to FIGS. 4 and 5, the base 102 includes the leveler 160, which is configured to level the child restraint system 100 relative to the vehicle. For example, the leveler 160 can pivot the seat 104 relative to the base 102. In other instances, a leveler can pivot the base 102 relative to the vehicle seat. The leveler 160 is a motor-driven leveler. Additionally, the leveler 160 is configured for optional, manual operation, as further described herein. In other instances, a leveling mechanism could be incorporated into the seat 104 of the child restraint system 100.

Referring still to FIGS. 4 and 5, the base 102 includes the tensioner 130, which is configured to tension the belt system that is engaged to install the child restraint system 100 in the vehicle. For example, the tensioner 130 can tension a vehicle belt or an integral belt. In other instances, a tensioner can be configured for use with a single belt system. The tensioner 130 is a motor-driven tensioner. The tensioner 130 is configured for optional, manual operation, as further described herein.

Referring primarily to FIGS. 4-6, the leveler 160 includes a pair of rails 162, a pair of guide tracks 164, a drive system 180, a central drive screw 168, and a nut 170. The drive system 180 is configured to rotate the drive screw 168, which moves the nut 170 along the drive screw 168. The nut 170 is coupled to the rails 162 and, thus, movement of the nut 170 moves the rails 162 relative to the guide tracks 164 and within the base 102. In various instances, the drive screw 168 includes a threaded portion and a unthreaded portion. The nut 170 is configured to move along the threaded portion. In certain instances, the drive screw 168 can be threaded along the length thereof.

More particularly, the tracks 164 are fixed relative to the base 102. For example, the tracks 164 can be fastened to the shell 110 of the base 102 or be integrally formed therewith. When the base 102 is installed in a vehicle seat, the tracks 164 remain substantially fixed relative to the vehicle seat. As a result, the rails 162 are configured to move relative to the tracks 164 and the vehicle seat. Movement of the rails 162 affects pivoting of the seat 104 relative to the base 102, as further described herein.

The nut 170 is threadably engaged with the central drive screw 168 such that the nut 170 can move along the central drive screw 168 as the screw 168 rotates. In various instances, the central drive screw 168 can be driven by the drive system 180. In other instances, the central drive screw 168 can be manually operated with a knob 182.

Referring primarily to FIG. 9, the nut 170 includes a threaded portion 172 and a body portion 174. The threaded portion 172 comprises internal threads, which threadably engage external threads of the central drive screw 168. The nut 170 also includes a support bar 176 extending through the body portion 174 (see FIG. 6). The support bar 176 is engaged with the rails 162. For example, the ends of the support bar 176 can be held in apertures in the rails 162. Because the nut 170 is connected to the rails 162, the rails 162 and the coupling rods 106a, 106b are configured to move through the base 102 as the nut 170 moves along the central drive screw 168. The threaded engagement between the drive screw 168 and the nut 170 can permit the nut 170 to be positioned in one of an infinite number of positions relative to the drive screw 168. As a result, the angle of the seat 102 can be selected with precision. Moreover, the drive screw 168 can be self-locking.

In other instances, the leveler 160 can include an alternative drive mechanism for moving the rails 162 within the tracks 164. For example, the leveler 160 could include another mechanical driver, such as a hydraulic piston, a rack and pinion, a cable and pulley system, and/or a belt, for example. Such alternative drive mechanisms could engage a lock to hold the leveler 160 in the selected position. In various instances, such mechanical drivers can be motor-driven and/or manually operated.

Referring again to FIGS. 4 and 5, the rails 162 include the coupling bars 106a, 106b. For example, each rail 162 includes a rear coupling bar 106b and a front coupling bar 106a. In certain embodiments, the front coupling bars 106a can extend between the rails 162. For example, a single bar 106a can connect the rails 162 on either side of the base 102. The rails 162 can be linked together by a coupling bar and/or the nut 170, such that the coupling bars 106a, 106b on either side of the base 102 move in unison. In the depicted arrangement, the nut 170 extends between the rails 162, and the front coupling bar 106a extends through the nut 170.

In at least one instance, the threaded portion 172 of the nut 170 and the drive screw 168 can be comprised of metal, such as aluminum, for example, and the body portion 174 of the nut 170 can be comprised of plastic.

Referring primarily now to FIGS. 7 and 8, the leveler 160 includes the drive system 180, which includes a gear assembly 181 and the motor 184. The gear assembly 181 and the motor 184 are covered by a shroud 183 (FIGS. 4-6), and the motor 184 is held in a shiftable support 186. The shiftable support 186 can be supported in the gear assembly shroud 183. As further described herein, the shiftable support 186 can shift in order to move the motor 184 into and out of driving engagement with at least a portion of the gear assembly 181. In still other instances, the leveler 160 may not include a motor. For example, the leveler 160 can be manually operated.

When the motor 184 is in driving engagement with the gear assembly 181, an output shaft of the motor 184 drives a worm gear 188. The worm gear 188 is configured to drivingly engage the gear assembly 181. For example, the worm gear 188 is configured to rotate a worm wheel 190a, which drives a first output gear 190b. The first output gear 190b is drivingly engaged with a speed-reducing, torque-increasing gear assembly that includes a first driven gear 192a, a first driving gear 192b, a second driven gear 194c, a second driving gear 192d, and a third driven gear 192e. The third driven gear 192a drives an output shaft 194 (FIGS. 5 and 6) of the gear assembly 181 to rotate the central drive screw 168 and move the nut 170. In various instances, the gear reduction ratio can be 500:1. In other instances, the gear reduction ratio can be greater than 500:1 or less than 500:1.

In use, the threaded portion 172 of the nut 170 is configured to move along the drive screw 168, such that the body portion 174 of the nut 170 moves within the base 102. Moreover, because the nut 170 is coupled to the coupling rods 106a, 106b via the rails 162, the coupling rods 106a, 106b also move within the base 102. As a result, the rails 162 move in the tracks 164. Referring primarily to FIGS. 10 and 11, the rails 162 are configured to move between a first, rearward-most position (FIG. 10) and a second, forward-most position (FIG. 11). As further described herein, the angle of the seat 104 relative to the base 102 is configured to change depending on the longitudinal position of the nut 170 and the corresponding position of the coupling rods 106a, 106b. The nut 170 can be supported by a guide 161 (FIGS. 4 and 5), which is secured to the shell 110 of the base 102. For example, the guide 161 can include a pathway through which the nut 170 can travel. In various instances, the guide 161 can be connected to the gear train shroud 183.

Referring primarily to FIGS. 10 and 11, the guide tracks 164 define an arcuate or bowed profile. As further described herein, the rails 162 are configured to slide along the curved profile of the guide tracks 164 to adjust the angle of the seat 104 relative to the base 102. The guide tracks 164 include slots 166a, 166b defined therein. For example, each guide track 164 includes forward slots 166a and rearward slots 166b. The slots 166a, 166b define an arcuate or bowed profile. The radius of curvature of the slots 166a, 166b is selected to provide sufficient leveling of the seat 104 relative to the base 102 within the confined footprint of the base 102. In other instances, the slots 166a, 166b can be straight or substantially straight.

The rails 162 also define an arcuate or bowed profile. The contour of the rails 162 is selected to complement the contours of the guide tracks 164. In other words, the rails 162 and the tracks 164 define complementary profiles. Owing to the complementary profiles of the rails 162 and the guide tracks 164, the rails 162 are configured to glide within the guide tracks 164.

The guide tracks 164 are configured to guide movement of the rails 162. For example, the guide tracks 164 are sized and configured to restrain movement of the rails 162 and, thus, movement of the coupling bars 106a, 106b. For example, the guide tracks 164 prevent lateral movement of the rails 162. Additionally, the range of motion of the rails 162 is restrained by the pin-in-slot coupling arrangement. More particularly, the coupling bars 106a, 106b extend into the slots 166a, 166b, respectively, defined in the guide tracks 164. As the coupling bars 106a, 106b move relative to the guide tracks 164 and the base 102, the attachment points or mounts for the seat 104 also move relative to the base 102. As a result, the position of the seat 104 relative to the base 102 changes based on the position of the rails 162 within the tracks 164.

In certain instances, it may be desirable to manually operate the leveler 160. In such instances, an operator can manually drive the central drive screw 168 with the manual override knob 182. The manual override knob 182 of the child restraint system 100 is accessible through the front access door 112 (FIGS. 1 and 2) in the shell 110 of the base 102. Rotation of the manual override knob 182 is configured to rotate the drive screw 168 to move the nut 170, which moves the rails 162 and the coupling bars 106a, 106b relative to the tracks 164, as further described herein. In the depicted embodiment, the knob 182 comprises a grip for manual operation.

In other instances, the manual override knob 182 can be rotatable with a tool. In various instances, a tool configured to rotate the knob 182 can be housed in the base 102. For example, a hex wrench or other suitable tool can be housed in the base 102, and can be accessible via the access door 112, 114 and/or by removing the rear cover over the control circuit 118 (FIG. 3).

It can be necessary to move the motor 184 out of engagement with the gear assembly 181 in order to manually rotate the drive screw 182. For example, to prevent damage to and resistance by the motor 184, the motor 184 can be moved out of driving engagement with at least a portion of the gear assembly 181. In particular, the shiftable support 186 that holds the motor 184 can be configured to shift such that the motor 184 moves out of driving engagement with the gear assembly 181.

Referring primarily to FIG. 7, the shiftable support 186 is supported about a pivot point 187. For example, the shiftable support 186 can be pivotably supported in the gear housing 183. When the shiftable support 186 sufficiently pivots about the pivot point 187, the motor 184 is shifted out of driving engagement with at least a portion of the gear assembly 181. For example, the motor 184 and the worm gear 188 can shift such that the worm gear 188 is moved out of driving engagement with the worm wheel 190a. In such instances, rotation of the motor shaft will not drive the worm wheel 190a, first output gear 190b, or the speed-reducing, torque-increasing gear train that includes the first driven gear 192a, the first driving gear 192b, the second driven gear 194c, the second driving gear 192d, and the third driven gear 192e, which drives the output drive shaft 194 and the drive screw 168. Moreover, rotation of the drive screw 168 will not be transferred back to the motor 184.

In various instances, the motor 184 can be mechanically moved out of driving engagement with the gear assembly 181 when an operator accesses the manual override knob 182. The override knob 182 is accessible through the front access door 112 (FIGS. 1 and 2). The front access door 112 can be linked to the motor support 186 such that, when the front access door 112 is opened, the motor support 186 shifts to move the motor 184 out of driving engagement with the gear assembly 181.

Referring primarily to FIGS. 12 and 13, a linkage 196 extends between the motor support 186 and the front access door 112. When the front access door 112 is moved from a closed position (FIG. 12) to an open position (FIG. 13), the linkage 196 is configured to pull the motor support 186. As a result, the motor support 186 can pivot at the pivot point 187 (FIGS. 6-8) which tilts the motor support 182 and the motor 184 supported thereon. Movement of the linkage 196 is configured to shift the motor 184 out of driving engagement with the gear assembly 181. The manual override knob 182 (FIGS. 4-6) is accessible through the access door 112.

As a result of this arrangement, in the event of a power failure, for example, an operator can manually adjust the leveler 160. Moreover, manual rotation of the drive screw 168 will not damage and/or meet resistance from the motor 184.

In various instances, the leveler 160 can include at least one sensor for detecting a condition or state of the leveler 160 and/or of the child restraint system 100. For example, the leveler 160 can include sensors for detecting the angle of the seat 104 relative to the base 102, the vehicle, and/or the ground. Additionally, the leveler 160 can include and/or interface with a weight sensor. Referring now to FIG. 43, the base 102 includes a weight sensor 210, which is configured to determine the weight of a child positioned in the seat 104 of the child restraint system 100. The weight sensor 210 can detect the combined weight of the seat 104 and a child therein. As described in greater detail herein, the weight determined by the weight sensor 210 can be provided to the control circuit 118 (FIG. 3) and/or operator of the system 100, and may be used to determine a recommended installation parameter of the system 100. For example, the recommended facing orientation of the seat 104 and/or the suggested belt system for installing the system 100 in a vehicle seat can depend on the weight determined by the weight sensor 210. In various instances, the weight determined by the sensor 210 can be communicated to a control circuit of the child restraint system 100, which can determine an appropriate reaction, such as the deployment of an actuator and/or safety measure, based on input from an accident sensor system, as further described herein.

Referring still to FIG. 43, because the rails 162 are configured to move within the tracks 164, the weight sensor 210 is configured to slidably interface with different points along the length of the rails 162. The weight sensor 210 includes a roller 212, which is supported by a roller mount 214. The roller mount 214 can be fixed within the base 102. For example, the roller mount 214 can be fastened or otherwise mounted to the outer shell 110 of the base. As a result of this arrangement, the weight sensor 210 can rollingly engage the rails 162.

The leveler 160 can include additional sensors for detecting an installation condition and/or parameter. For example, the leveler 160 can include a motor current sensor, which is configured to detect the current drawn by the motor 184. If the control circuit 118 (FIG. 3) determines that the current drawn by the motor 184 is too high, the control circuit 118 can instruct the operator to operate the leveler 160 manually. The leveler 160 can also include at least one seat angle measurement sensor and at least one base angle measurement sensor. The seat angle measurement sensor(s) can comprise a position sensor on the nut 170, for example, and the base angle position measurement sensor(s) can comprise an accelerometer in the base 102, for example. The control circuit 118 can be configured to determine the angle of the seat 104 relative to the base 102 based on the measurements from such sensors.

A child restraint system can employ additional or alternative leveling systems. For example, the child restraint system can include an adjustable foot, which rests on a seat in a vehicle when the child restraint system is installed in the vehicle. The foot can be integrated into the base portion of the child restraint system. In various instances, the foot can be extended and retracted to adjust the angle of the child restraint system relative to the vehicle seat. The foot can be extended and/or retracted with a leveling system that includes a rotational adjustment mechanism, such as a motor-driven cam, for example, and/or a linear adjustment mechanism, such as a scissor lift mechanism, for example. The adjustment mechanism can move at least one leg extending to the adjustable foot to change the position of the adjustable foot relative to the body of the child restraint system base. Additionally or alternatively, the leveling system can include a screw jack mechanism, a rack and pinion mechanism, a cable and pulley system, a chain, and/or a hydraulic and/or pneumatic piston. Various exemplary leveling systems are further described in U.S. patent application Ser. No. 14/514,280, filed Oct. 14, 2014, entitled CHILD RESTRAINT SYSTEM WITH USER INTERFACE, now U.S. Patent Application Publication. No. 2015/0091348, which is hereby incorporated by reference herein.

Referring now to FIGS. 47 and 48, an exemplary base 402 for a child restraint system is depicted. The base 402 includes a leveling system 460 that includes a leveling foot 424. The leveling foot 424 has a plurality of telescoping portions 426, which can rotate about a pivot joint 422. Referring primarily to FIG. 48, the base 402 can be fastened to a vehicle seat 416 by coupling an integral belt 414 of the base 402 to a latch 412 in the vehicle. The foot can be extended and retracted between the base 402 and the vehicle seat 416 by the various adjustment mechanisms described above. In certain instances, an adjustable foot, such as the leveling foot 424, for example, can be utilized with the base 102 (see, e.g., FIGS. 1-3).

A child restraint system, such as the system 100, can be designed for installation in a vehicle in different ways. For example, the base 102 of the child restraint system 100 can be installed with an integral belt system (e.g. LATCH belts or ISOFIX belts) or a vehicle belt system (e.g. a lap and shoulder belt). The tensioner 130 in the base 102 is configured to tension the engaged belt—either the integral belt system or a vehicle belt system—to securely install the base 102 in the vehicle.

Referring primarily to FIGS. 18-20, the tensioner 130 includes a lock off mechanism 131, a drive system 140, and a ratchet assembly 150. The drive system 140 is configured to drive rotation of the lock off mechanism 131, and the ratchet assembly 150 is configured to releasably restrain rotation of the lock off mechanism. The tensioner 130 also includes a housing 132, which supports the lock off mechanism 131, the drive system 140, and the ratchet assembly 150. The housing 132 is mounted to the base 102. For example, the housing 132 can be fastened to the outer shell 110.

In various instances, the housing 132 can include a body portion and arms 133 extending therefrom. The arms 133 can be configured to guide the integral belt 124 between the rotatable spool 134 and the spring supports 129. In certain instances, the body portion can be comprised of a first material and the arms 133 can be comprised of a second material. For example, the body portion can be comprised of plastic, and the arms 133 can be comprised of metal. The arms 133 can be connected to the body portion of the housing 132 with fasteners, for example.

The lock off mechanism 131 of the tensioner 130 is depicted in FIGS. 44-46. The lock off mechanism 131 includes the rotatable spool or tensioning shaft 134 and a support member 137, which defines a channel dimensioned to receive the spool 134. The rotatable spool 134 is secured within the channel of the support member 137. The rotatable spool 134 is rotatably mounted in the housing 132 of the tensioner 130 such that the spool 134 can rotate relative to the housing 132.

The lock off mechanism 131 also includes a clamp arm 136, which is pivotable relative to the spool 134. As further described herein, the clamp arm 136 can pivot from an unclamped position (see, e.g., FIGS. 18-20) to a clamped position (see, e.g., FIGS. 21-23) to clamp the integral belt 124 and, optionally, the vehicle belt 206. The lock off mechanism 131 also includes a lock 138 for locking the clamp arm 136 in the clamped position. The lock 138 is connected to the support member 137 at a pivot pin 139, and the lock 138 can pivot relative to the support member 137 and the clamp arm 136. When the rotatable spool 134 is rotatably driven by the drive system 140, the support member 137, the clamp arm 136, and the lock 138 are configured to rotate along with the rotatable spool 134.

Referring primarily to FIG. 14, the base 102 is depicted on the seat 202 of a vehicle. The base 102 is attached to an anchor 205 in the seat 202. More particularly, the integral belt 124 of the base 102 includes a latch 122 at the end of the integral belt 124. In fact, the base 102 includes two latches 124, and a latch 122 extends from each end of the integral belt 124. The integral belt 124 is fixed to the base 102. As further described herein, the integral belt 124 is mounted to the rotatable spool 134 (see, e.g., FIGS. 18-20) in the base 102. Rotation of the spool 134 affects extension or retraction of the integral belt 124 and the latches 122 from the base 102. The integral belt 124 is configured to retractably extend from the base 102 such that the latches 122 can be fasten to anchors 205 in the vehicle seat.

The integral belt 124 can be fixed to the base 102 in a variety of ways. For example, the integral belt 124 can be permanently attached to the rotatable spool 134 in the base 102. Referring primarily to FIG. 44, the integral belt 124 is attached to the lock off mechanism 131 in the tensioner 130. More specifically, the integral belt 124 is attached to the spool 134 and to the support member 137 of the lock off mechanism 131.

Referring still to FIG. 44, the integral belt 124 includes a sewn-on portion 124a that is attached with at least two rows of stitching 123. The sewn-on portion 124a forms a loop of material, and the support member 137 and the rotatable spool 137 are threaded through the loop of material between the rows of stitching 123. The lock off mechanism 131 also includes the clamp arm 136. When the clamp arm 136 is moved to a clamped position, as further described herein, a portion of the integral belt 124 is held between the clamp arm 136 and the spool 134. The rows of stitching 123 forming the loop of material 124a around the lock off mechanism 131 can hold the integral belt 124 to the lock off mechanism 131 such that a portion of the integral belt is drawn around the rotatable spool 134 as the lock off mechanism 131 rotates.

In various instances at least a portion of the integral belt 124 can include multiple layers of material that are sewn together. In such instances, the support member 137 and/or the rotatable spool 134 can be positioned between the layers of the integral belt 124. In other instances, a portion of the integral belt 124 could extend through a slot 134 in the rotatable spool. The integral belt 124 can be permanently attached to the rotatable spool 134. For example, the integral belt 124 can be clamped and/or fastened to the rotatable spool with a suitable fastener, such as a screw, rivet, and/or adhesive.

Referring now to FIGS. 15-17, the base 102 of the child restraint system 100 can also be attached to the seat 202 by a vehicle belt 206. The vehicle belt 206 can include a lap belt 206a and a shoulder belt 206b. In various instances, the vehicle belt 206 can be used instead of the integral belt 124. The vehicle belt 206 is configured to engage a belt buckle 208 mounted to the seat 202. Moreover, the vehicle belt 206 is positionable through hooks 126 on the base 102. For example, the outer shell 110 of the base 102 includes a pair of hooks 126 on either side thereof. Moreover, the tracks 164 include hooked portions 127, which correspond to the hooks 126 on the outer shell 110. The vehicle belt 206 can be threaded through the hooks 126 in the base 102 and the hooked portions 127 of the tracks 164 and fastened to the seat 202 of the vehicle with the belt buckle 208 to mount the base 102 to the seat 202.

As further described herein, the vehicle belt 206 can be clamped to the rotatable spool 134 (see, e.g., FIG. 20) in the base 102 by the lock off mechanism 131. In such instances, the vehicle belt 206 can retractably extend from the base 102 to connect the vehicle belt 206 to the buckle 208 of the seat 202. When the vehicle belt 206 is engaged with the base portion 102, a portion of the vehicle belt 206 can be positioned between the clamp arm 136 and the rotatable spool 134 of the lock off mechanism 131 (see, e.g., FIG. 44). The vehicle belt 206 can be positioned over the integral belt 124, for example. When the clamp arm 136 is moved to the clamped position, as further described herein, a portion of the vehicle belt 206 is clamped between the clamp arm 136 and the spool 134. Friction between the clamping surfaces is configured to hold the vehicle belt 206 relative to the support member 137, the clamp arm 136, and the spool 134. In such instances, the vehicle belt 206 and the integral belt 124 can be drawn around the clamp arm 136 when the lock off mechanism 131 is rotated, as further described herein.

In other instances, the lock off mechanism 131 can include more than one rotatable spool. For example, the integral belt 124 can be mounted to a first rotatable spool, and the vehicle belt 206 can operably engage a second rotatable spool. The spools can rotate independently. In other instances, the spools can rotate together.

Referring again to FIG. 44, the pathway of the integral belt 124 is shown. A central portion of the integral belt 124 is attached to the lock off mechanism 131, as described herein. For example, the belt extension 124a forms a portion of a loop, which is positioned around the rotatable spool 134. From the lock off mechanism 131, the integral belt 124 extends in a first direction toward a first latch 122 and in a second direction toward a second latch 122.

Between the lock off mechanism 131 and each latch 122, the integral belt 124 forms an S-shaped path. A first portion 124b of the belt 124 on each side of the lock off mechanism 131 extends around arms 133 (see, e.g., FIG. 20) of the housing 132. A second portion 124c of the belt 124 on each side of the lock off mechanism 131 extends around spring supports 129 (see, e.g., FIG. 20) on the housing 132. The spring supports 129 are configured to absorb slack in the integral belt 124 during a tensioning operation, as further described herein. The spring supports 129 include springs 129a. The springs 129a can be constant force springs, for example.

Referring now to FIG. 24, the drive system 140 is configured to drive the rotation of the rotatable spool 134. The drive system 140 includes a motor 142 and a gear assembly 144 mounted to the housing 132. The motor 142 is operably configured to drive the gear assembly 144, which is connected to the rotatable spool 134. In such instances, operation of the motor 142 is configured to rotate the spool 134, as well as the rest of the lock off mechanism 131, relative to the housing 132. Referring primarily to FIG. 24, the gear assembly 144 includes an input gear 146 coupled to the motor 142, and a plurality of drive gears 148a, 148b. The drive gears 148a, 148b are configured to reduce the rotational speed and increase the output torque applied to the spool 134. In various instances, the gear reduction ratio of the gear assembly 144 can be 4:1. In other instances, the gear reduction ratio can be greater than 4:1 or less than 4:1. In various instances, the tensioner 130 may not include a motor. For example, the tensioner 130 can be manually operated.

Referring again to FIGS. 18-20, the clamp arm 136 is depicted in an unclamped position relative to the spool 134. The clamp arm 136 is configured to pivot about a pivot joint 137 to move toward the clamped position (see, e.g., FIGS. 21-23) relative to the spool 134. The clamp arm 136 is biased toward the unclamped position. For example, a spring can act on the clamp arm 136 to bias the arm 136 toward the unclamped position. In at least one instance, the spring can be a torsion spring. In other instances, additional and/or different springs and/or biasing arrangements can be utilized. The lock 138 is configured to pivot about the pivot pin 139 to hold the clamp arm 136 in the clamped position. When the lock 138 is holding the clamp arm 136 in the clamped position, frictional forces between the clamp arm 136 and the lock 138 can resist disengagement of the lock 138 from the clamp arm 136. Alternatively, a cam can be used to hold the lock 138 in the locked or engaged position, and can release the lock 138 when a user pushes the lock 138 to the disengaged or unlocked position.

In certain instances, a cam can be configured to hold the lock 138 in the unlocked position when the clamp arm 136 is in the unclamped position. In such instances, the cam can be configured to release the lock 138 when the clamp arm 136 is moved to the clamped position. As a result, when the clamp arm 136 is moved to the clamped position, the lock 138 can be released by the cam such that the lock 138 can move to the locked or engaged position to hold the clamp arm 136 in the clamped position.

When the clamp arm 136 is moved to the clamped position, referring now to FIGS. 21-23, the integral belt 124 is positioned between the clamp arm 136 and the spool 134. The clamping force generated by the clamp arm 136 and the lock 138 are configured to prevent slippage of the integral belt 124 relative to the spool 134. Referring now to FIGS. 24 and 25, the drive system 140 can rotate the spool 134 to retract a portion of the integral belt 124 into the base 102. As a result, the latches 122 extending from the ends of the integral belt 124 can be retracted toward the spool 134. In such instances, when the latches 122 are secured to the anchor 205 in the seat 202 (FIG. 14), the integral belt 124 can be tensioned to pull the base 102 closer toward the anchor 205 and the seat 202 (see FIG. 14).

Similarly, when the vehicle belt 206 is engaged with the base 102 and the buckle 208 in a vehicle (FIG. 15), the tensioner 130 can tension the vehicle belt 206. In such instances, the vehicle belt 206 can extend through the hooks 126 of the outer shell 110. Referring primarily to FIGS. 26 and 27, the vehicle belt 206 can be threaded under the clamp arm 136 and positioned over the integral belt 124. Thereafter, referring to FIGS. 28 and 29, the clamp arm 136 can be moved to the clamped position such that the vehicle belt 206 is clamped to the spool 134. The clamping force generated by the clamp arm 136 and the lock 138 can prevent rotational movement of the vehicle belt 206 relative to the spool 134. The drive system 140 can rotate the spool 134 to retract a portion of the vehicle belt 206 into the base 102. As a result, the vehicle belt 206 can be tensioned to pull the base 102 closer toward the buckle 208 and the seat 202.

When the tensioner 130 winds the vehicle belt 206 around the rotatable spool 134, the tensioner 130 is also configured to wind the integral belt 124 around the rotatable spool 134. As the integral belt 124 is retracted into the base 102, the S-shaped pathways of the integral belt 124 are configured to change. More particularly, the force in the integral belt 124 is applied to the spring supports 129, which causes the spring supports 129 to deform. For example, the spring supports 129 are deformed outwardly by the tensioning forces in the integral belt 124. Because of the deformation of the spring supports 129, the latches 122 at the ends of the integral belt 124 are not retracted toward the base 102 when the rotatable spool 134 is rotated a first amount. Rather, the spring supports 129 absorb or accommodate the first amount of rotation.

As a result of this arrangement, the vehicle belt 206 can be tensioned by the tensioner 130 without retracting the latches 122. For example, when the rotatable spool 134 is rotated a first amount to tension the vehicle belt 206, the spring supports 129 can deform to accommodate the first amount of rotation. To tension the integral belt 124, the rotatable spool 134 can be rotated beyond the first amount of rotation. In such instances, the spring supports 129 can reach a maximum deformation such that rotation of the spool 134 beyond the first amount of rotation results in retractions of the latches 122 toward the base 102.

The ratchet assembly 150 is configured to releasably lock the spool 134 in position. Referring primarily to FIGS. 30 and 31, the ratchet assembly 150 includes a ratchet wheel 152 comprising a plurality of teeth 154a and a pawl 156 comprising a plurality of complementary teeth 154b. The ratchet assembly 150 also includes a spring 157, which is positioned to bias the pawl 156 into engagement with the ratchet wheel 152. The spring 157 can be a leaf spring, for example. The ratchet assembly 150 also includes a handle 158 for moving the pawl 156.

The ratchet wheel 152 is mounted to the rotatable spool 134. In the depicted embodiment, the rotatable spool 134 defines a hexagonal perimeter and the ratchet wheel 152 defines an aperture 153 having a complementary hexagonal perimeter. The spool 134 can be positioned within the aperture 153, such that the ratchet wheel 152 and the spool 134 are configured to rotate together. In such instances, when the tensioner 130 tensions one of the integral belt 124 or the vehicle belt 206, the ratchet wheel 152 can rotate with the spool 134. Referring still to FIGS. 30 and 31, the spool 134 and the ratchet wheel 152 can rotate clockwise to tension the engaged belt.

The engaged configuration of the ratchet assembly 150 is depicted in FIG. 30. When the ratchet assembly 150 is in the engaged configuration, the ratchet wheel 152 can rotate clockwise. Counterclockwise rotation is prevented by the spring-loaded pawl 156 in locking engagement with the ratchet wheel 152. In such instances, the spool 134 can rotate to tension the engaged belt; however, the spool 134 cannot be unwound to release the tension in the engaged belt.

The disengaged configuration of the ratchet assembly 150 is depicted in FIG. 31. When the ratchet assembly 150 is moved to the disengaged configuration, the ratchet wheel 152 is free to rotate relative to the pawl 156. As a result, rotation of the spool 134 is not constrained by the ratchet assembly 150. Referring still to FIGS. 30 and 31, the ratchet pawl 156 can be clamped or biased toward engagement with the ratchet wheel 152. For example, the handle 158, the ratchet lever 156, and the housing 132 can form a toggle clamp mechanism, which is moveable between an unclamped position (FIG. 31) and an over-center, clamped position (FIG. 30). The toggle clamp mechanism can hold the ratchet assembly 150 in the engaged configuration until a user lifts the handle 158 and overcomes the clamp to move the ratchet assembly 150 to the disengaged configuration.

In various instances, a spring can act on the rotatable spool 134 to bias the spool 134 toward a home or non-tensioned position. Referring to FIG. 18, a constant force spring 145 is engaged with a fixture 143 on the rotatable spool 134. For example, an end of the spring 145 is fixed in a slot in the fixture 143 and another end of the spring 145 is fixed to the housing of the gear assembly 144. The fixture 143 is configured to rotate with the spool 134. As the spool 134 and the fixture 143 rotate, the end of the spring 145 is drawn around the fixture 143 and a rebounding spring force is generated. As a result, when the driving force is removed from the rotatable spool 134 and when the ratchet system 150 is disengaged, the spring 145 is configured to draw the fixture 143 and the spool 134 back to the home or non-tensioned position.

The ratchet system 150 is configured to provide a mechanical backup to the motor-driven system 140. For example, in the event of a power failure, the ratchet system 150 is configured to prevent backward rotation or unwinding of the spool 134 and, thus, to maintain the tension in the engaged belt system. For example, the toggle clamp mechanism of the ratchet assembly 150 is configured to hold the teeth 154b of the ratchet pawl 156 in engagement with the complementary teeth 154a of the ratchet wheel 152. If the motor 142 became disabled or if manual operation of the tensioner 130 was desired, as further described herein, the foregoing mechanical backup is configured to maintain the tension in the engaged belt system.

In certain instances, it may be desirable to manually operate the tensioner 130. In such instances, an operator can manually rotate the spool 134 with a manual override knob 135. In the depicted embodiment, the knob 135 defines an end portion of the spool 134. The knob 135 defines a hexagonal perimeter, and can be rotated by hand and/or with a tool, such as a hex wrench. The manual override knob 135 is accessible through the rear access door 114 (FIG. 2) in the shell 110 of the base 102. Rotation of the manual override knob 135 is configured to rotate the spool 134 to adjust the tension in the engaged belt system. The ratchet assembly 150 can prevent unwinding of the spool 134. In various instances, a tool can be housed in the base 102 and the tool can be configured to rotate the knob 135. For example, a hex wrench or other suitable tool can be housed in the base 102, and can be accessible via the access door 112, 114 and/or by removing the rear cover over the control circuit 118 (FIG. 3).

As described herein, the spool 134 is configured to tension multiple belt systems. For example, in a first instance, the spool 134 can tension an integral belt 124 that is engaged with the anchor 205 in a vehicle (FIG. 14). In another instance, the spool 134 can tension a vehicle belt 206 that is engaged with the buckle 208 in a vehicle (FIG. 15). Such a spool 134 provides a common bobbin or reel for multiple belt systems.

In various instances, the tensioner 130 can include at least one sensor for detecting a condition of the tensioner 130. For example, the tensioner 130 can include tension sensors 246 (see, e.g., FIGS. 18 and 20). The tension sensors 246 are positioned to contact the integral belt 124. For example, the integral belt 124 can extend across the tension sensors 246. The tension sensor 246 can detect if the belt has been tensioned. The tension sensors 246 are coupled to a load cell 249, which is configured to detect the amount of tension in the belt 124.

The tensioner 130 can also include vehicle belt tension sensors 256, which can be positioned to contact the vehicle belt 206 when the vehicle belt 206 is engaged with the base 102. For example, when the vehicle belt 206 is engaged with the base 102, the vehicle belt 206 can be positioned across the vehicle belt tension sensors 256, and the sensors 256 can determine the tension in the belt 206. The tension sensors 256 are coupled to the load cell 249, which is configured to detect the amount of tension in the belt 206.

The tensioner 130 also includes switches 250 (see, e.g., FIG. 20), which are configured to detect if the spring supports 129 have reached their maximum deformation. For example, when the spring supports 129 have reached their maximum deformation, the spring supports 129 can contact the switch 250. The tensioner also includes a switch 252 (FIGS. 30 and 41), which is configured to detect if the ratchet assembly 150 is in the engaged or disengaged configuration. The sensors 246, 256, 250, 252 can be in communication with the control circuit 118 (FIG. 3), which is configured to issue commands during a startup and/or installation sequence based on the feedback from the sensors 246, 256, 250, and 252.

Referring primarily to FIGS. 32 and 33, the seat 104 of the child restraint system 100 includes a frame 214 and a cushioned support 216. The frame 214 defines a seat in which a child can sit. The frame 214 defines a back support 214a and two armrests or sides 214b. The frame 214 also includes a base 214c (see, e.g., FIG. 33). The back support 214a and the sides 214b extend from the base 214c. The frame 214 is rigid, and the cushioned support 216 is yielding or soft. The cushioned support 214 is configured to provide a comfortable layer between the child and portions of the frame 214.

The seat 104 includes a harness 220, which is configured to restrain a child positioned in the seat 104. The harness 220 is a five-point harness, which includes five straps including a central strap 222, two lap straps 224, and two shoulder straps 226. The harness 220 also includes a central buckle 228 at which the straps 222, 224, and 226 meet. In various instances, the harness 220 is adjustable to accommodate a size range of children. The harness 220 can be tightened around a child by pulling on a tensioning strap 230a, 230b that extends from the seat 104. The tensioning strap 230a, 230b can be pulled through a locking slot 232, which permits one-way travel of the tensioning strap 230a, 230b to tighten the harness 220. A first portion 230a of the strap can protrude from the seat 104 through the locking slot 232, and a second portion 230b of the strap can be contained within the seat 104. In various instances, the locking slot 232 can a include ratchet mechanism. An operator can unlock the locking slot 232 to retract the tensioning strap 230a, 230b and loosen the harness 220. For example, an operator can press a button and/or lift a lever to unlock the ratchet mechanism in the locking slot 232.

In certain instances, the seat 104 can include one or more harness tension sensors 247 (FIG. 33), which can determine if the harness 220 has been tensioned. A harness tensioner sensor can be positioned against the second portion 230b of the tensioning strap, and/or at a location along the straps 222, 224, and/or 226. Such a sensor 247 can comprise a spring-loaded paddle and a switch. In other instances, the harness tension sensor 247 can comprise a load cell. When the harness 220 has been tensioned, the second portion of the strap 230b can compress the spring-loaded paddle 247, which can trigger the switch. The harness tension sensor 247 and/or other harness tension sensors can be in communication with the control circuit 118 (FIG. 3), and the sensor(s) can communicate the tensioned state to the control circuit 118.

In various instances, the seat 104 can include a child detection sensor, which is configured to detect if a child is present. For example, the base 214c of the frame 214 can include a spring-loaded pad, which is configured to move when a child is positioned in the seat 104. As described in greater detail herein, the output from the child detection sensor can be provided to the control circuit 118 (FIG. 3) and/or an operator of the child restraint system 100, and may be used to determine a recommended installation parameter of the system 100. For example, it may be recommended to perform certain steps of the installation sequence before a child is positioned in the seat 104 and/or other steps of the installation after a child is positioned in the seat 104.

In various instances, the harness 220 can include at least one sensor. For example, the harness 220 includes shoulder strap exit angle sensors 225, which are configured to detect the exit angle of the shoulder straps 226 from the back support 214a of the frame 214. The sensors 420 can comprise an accelerometer, for example, which can detect the exit angle of the shoulder straps 226. The exit angles of the shoulder straps 226 can be compared with the angle of the back support 214a, which can be measured by a separate accelerometer.

In other instances, a mechanical element can be used to measure the exit angle of the shoulder straps 226 from the back support 214a. For example, a potentiometer can be positioned in register with both the shoulder straps 226 and the back support 214a. Alternatively, the seat 104 can include a sensor that is configured to measure that the shoulder strap 226 is within a specified range of positions. For example, a sensor may be activated when the shoulder strap 226 is at an upward or inclined angle.

In various instances, certain exit angles or ranges thereof can be recommended based on the facing orientation of the seat 104 and/or based on the size and/or age of a child positioned in the seat 104. For example, it may be recommended to achieve an upward sloping exit angle from the frame 214 when the seat 104 is in a rearward-facing position, and it may be recommended to achieve a downward sloping exit angle from the frame 214 when the seat 104 is in a forward-facing position, for example. The age of a child can be input using the user interface 120 and/or a mobile app in communication with the child restraint system 100. A mobile app for communicating with a child restraint system, such as the system 100, for example, is further described herein.

The harness 220 may also include a buckle sensor, which can be configured to determine if the harness 220 has been buckled. Such a sensor can include switches, magnetic sensors, and/or optical sensors. For example, the seat 102 can include at least one magnet, which can detect if the buckle 228 has been engaged. In at least one instance, at least one magnet can be positioned on the tongue of the buckle 228, and a sensing element can be placed on the receptacle and/or sleeve of the buckle 228, which is configured to receives the tongue when the buckle 228 is engaged. For example, the tongue can include a plastic portion and magnets can be embedded therein. In certain instances, a metallic portion of the tongue can be magnetized.

In other instances, a magnet and a sensing element can be positioned inside the receptacle or sleeve of the buckle 228, and the tongue can include a metallic portion. When the buckle 228 has been engaged, the metallic portion of the tongue can sit between the magnet and the sensor to nullify the magnetic field as seen by the sensor. In still other instances, the cushioned portion 216 of the seat 104 can include a magnet and/or sensor for detecting if the buckle 228 has been engaged.

Referring to FIG. 33, the seat 104 may include a microcontroller 218. The microcontroller 218 can communicate with the control circuit 118 (FIG. 3) in the base 102, for example. In certain instances, the seat 104 can include additional and/or different sensors, which are further described herein. The sensors in the seat 104 can communicate with the control circuit 118 and/or the microcontroller 218. In various instances, the sensors in the seat 104 can be coupled to a power source, such as the battery pack 116 in the base 102 via the electrical connections 107a, 107b, 109a, and 109b, for example. In other instances, the seat 104 can include a battery. In certain instances, the seat 104 may not include sensors. For example, the seat 104 may not include an electrical or powered component.

In certain instances, a seat of a child restraint system can include an adjustable mount for connecting the harness to the seat. For example, at least one strap of the harness can be connected to an adjustable mount that is adjustably supported on the frame of the seat. The adjustable mount can include a lock for holding the adjustable mount in a selected position.

Referring now to FIGS. 34-37, the seat 104 includes an adjustable mount 240 for the central strap 222 of the harness 220 (FIG. 32). The adjustable mount 240 includes a rotatable body 241, which is connected to an end of the central strap 222. The rotatable body 241 is rotatably supported on the frame 214 of the seat 102 by a pivot pin 242. The frame 214 includes a notch 215 dimensioned to receive the rotatable body 241. The pivot pin 242 suspends the rotatable body portion 241 of the mount 240 in the notch 215. The rotatable body 241 is configured to pivot about the pivot pin 242 to move within a range of positions in the notch 215.

Referring primarily to FIG. 35, the adjustable mount 240 is depicted in a first, locked position. In the first, locked position, the rotatable body 241 is positioned entirely within the notch 215. In various instances, a portion of the rotatable body 241 can be flush with the base 214c of the frame 214. Such an arrangement is configured to provide a comfortable, flat, and/or substantially planar surface upon which a child can sit. Moreover, in the first, locked position of the adjustable mount 240, the central strap 222 of the harness 220 is positioned closer to the front of the seat 104 and farther from the back support 214a of the seat 104. As a result, a greater distance is defined between the back support 214a of the seat 104 and the central strap 222, such that the seat 104 can comfortably and securely receive a larger child.

The adjustable mount 240 is depicted in an intermediate, unlocked position in FIG. 36 and in a second, locked position in FIG. 37. To move between the first, locked position (FIG. 35) and the second, locked position (FIG. 37), the rotatable body 241 is rotated through a range of positions including the intermediate, unlocked position (FIG. 36).

In the second, locked position, the rotatable body 241 is positioned entirely within the notch 215. In various instances, a portion of the rotatable body 241 can be flush with the base 214c of the frame 214. Such an arrangement is configured to provide a comfortable, flat, and/or substantially planar surface upon which a child can sit. Moreover, in the second, locked position of the adjustable mount 240, the central strap 222 of the harness 220 is positioned farther from the front of the seat 104 and closer to the back support 214a of the seat 104 than when the adjustable mount 240 is in the first, locked position. As a result, a smaller distance is defined between the back support 214a of the seat 104 and the central strap 222, such that the seat 104 can comfortably and securely receive a smaller child.

The rotatable body 241 includes a lock 244, which is configured to releasably hold the rotatable body 241 in one of two predefined positions relative to the frame 214. In other instances, the lock 244 can be configured to hold the rotatable body 241 in a single position and, in still other instances, the lock 244 can be configured to hold the rotatable body 241 in more than two predefined positions.

The lock 244 includes a spring 246 that biases the lock 244 toward the locked position (FIGS. 35 and 37). When in the locked position, the lock 244 is positioned in abutting contact with the base 214c of the frame 214. As a result, rotation of the rotatable body 241 is restrained. When the lock 244 is moved to the unlocked position (FIG. 36), the lock 244 is retracted such that a clearance is provided between the lock 244 and the frame 214. For example, the lock 244 can clear the frame 214 to rotate the body portion 241 within the notch 215. The spring 246 is deformed (e.g. compressed) to move the lock 244 to the unlocked position.

The adjustable mount 240 includes a release button 248, which operably moves the lock 244 between the locked positions (FIGS. 35 and 37) and the unlocked position (FIG. 36). The release button 248 can be slid along the adjustable mount 240, as depicted in FIG. 36, to compress the spring 246 and move the lock 244 to the locked position. The release button 248 is a two-sided button. A user can access a first side of the button 248 when the adjustable mount 240 is in the first, locked position, and can access a second side of the button 248 when the adjustable mount 240 is in the second, locked position. In certain instances, the adjustable mount 240 can include one or more buttons on each side of the body portion 241 for unlocking the lock 244.

Referring still to FIGS. 34-37, the frame 214 includes a plurality of ribs 217a, 217b, which extend along an inner surface of the notch 215. The ribs 217a, 217b are configured to interact with features on the central strap 222 and/or the body portion 241 to restrain the rotation of the adjustable mount 240. For example, the body portion 241 includes interference features 213a, 213b that are configured to contact a rib 217a, 217b when the adjustable mount 240 is in one of the locked positions. The interference features 213a, 213b can be plastic, molded-in features that extend from the central strap 222. In various instances, the interference features 213a, 213b can be spring-loaded tabs that protrude from the body portion 241 and/or the central strap 222.

Referring primarily to FIG. 35, when the adjustable mount 240 is in the first, locked position, interference between the lock 244 and the frame 214 can prevent further clockwise rotation of the rotatable body 241 and interference between the interference feature 213a and the rib 217a can prevent further counterclockwise rotation of the rotatable body 241. Referring primarily to FIG. 37, when the adjustable mount 240 is in the second, locked position, interference between the lock 244 and the frame 214 can prevent further counterclockwise rotation of the rotatable body 241 and interference between the interference feature 213b and the rib 217b can prevent further clockwise rotation of the rotatable body 241.

In at least one example, the range of motion of the adjustable mount 240 may be 180 degrees. More particularly, the body portion 241 is configured to rotate 180 degrees between the first, locked position and the second, locked position. In other instances, the range of motion of the adjustable mount 240 can be less than 180 degrees or more than 180 degrees. The range of motion of the adjustable mount 240 can depend on the geometry of the frame 214 including the notch 215 thereof and features of the adjustable mount 240 and/or the harness 220, which can interfere with the adjustable mount 240.

In various instances, additional and/or different straps of the harness 220 can be adjustably mounted to the frame 214. For example, in other instances, at least one of the lap straps 224 and/or the shoulder straps 226 (FIG. 32) can be adjustably mounted to the frame 214 of the seat 104 by adjustable mounts, which can be similar to the adjustable mount 240, for example. In still other instances, each strap of the harness 220 can be non-adjustably mounted to the frame 214.

In certain instances, a child restraint system can include additional and/or different attachment belts. For example, a child restraint system can include tether belt for securing a top portion of the child restraint system. More particularly, a seat of a child restraint system can include a top tether belt, which can be attached to an anchor or buckle in a vehicle. The top tether belt can be configured to engage an anchor on the ceiling, floor, or rear shelf of a vehicle. Such a tether belt can extend over and/or around the vehicle seat to which the child restraint system is installed.

A tether belt can include a hook or latch for attachment to an anchor in the vehicle. The tether belt can extend from the hook or latch to a spool or reel positioned within the seat of the child restraint system. When the hook or latch is attached to the anchor in the vehicle, the tether belt can be tensioned to pull the child restraint system closer and/or tighter into the vehicle seat. A tether belt system can include a ratchet reel and/or a clamp for restraining the tensioned tether belt. Moreover, the tether belt system can include a release for releasing the ratchet reel and/or the clamp.

In various instances, belt surplus can extend and/or protrude outside the child restraint system. For example, a tether belt can originate in a seat of a child restraint system and terminate outside of the seat. In various instances, to tension the belt, an operator can pull on the tether belt to retract a surplus length of the belt outside the seat. In various instances, the seat can include a receptacle or cubby for storing the surplus length of the tether belt.

In certain instances, it can be desirable to retain the surplus length of the tether belt inside the seat of a child restraint system. For example, a tether belt can be wound around a reel within the seat of a child restraint system, and the belt surplus can be retracted around the reel and/or otherwise retained within the seat.

Referring now to FIGS. 38-40, a tether belt 260 extends from the seat 104 of the child restraint system 100. The tether belt 260 includes a hook 263 at an end of the belt 260, which can be pulled over and/or around the vehicle seat to which the child restraint system 100 is installed. The hook 263 can be attached to an anchor in the vehicle. The tether belt 260 extends from the hook 263 to a spring-loaded ratchet spool 262 positioned in the seat 104. The ratchet spool 262 is mounted to the frame 214 of the seat 104 and is configured to wind the tether belt 260 in a tensioning direction (e.g. counterclockwise in FIGS. 39 and 40). To release a wound portion of the tether belt 260, an operator can engage an actuator on the seat 104, such as the button 280 (see, e.g., FIG. 32), to disengage the ratchet mechanism in the ratchet spool 262 and permit retraction of the tether belt 260 from the spool 262. For example, a linkage system and/or a pulley system can couple the button 280 to the ratchet spool 262.

A portion of the tether belt 260 is on a first side of the frame 214 and a portion of the tether belt 260 is on a second side of the frame 214. For example, the tether belt 260 can extend through a slot in the frame 214. At and/or near the top of the back support 214a, the tether belt 260 is configured to extend around a rod or post across the back support 214a. The post can extend perpendicular or substantially perpendicular to the tether belt 260, which can extend upward from the base 214c along the back support 214a.

Between the hook 263 and the ratchet spool 262, the tether belt 260 extends between a guide member 266 and a retractable rod 270. The retractable rod 270 is connected to a secondary belt 268, which extends to a handle or pull strap 272 (FIG. 38). Actuation of the pull strap 272 is configured to retract the rod 270, which is configured to pull the tether belt 260 engaged with the rod 270. For example, referring to FIG. 39, prior to actuation of the pull strap 272, the tether belt 260 is in a pre-tensioned configuration in the seat 104. Upon actuation of the pull strap 272, referring now to FIG. 40, the tether belt 260 is in a tensioned configuration in the seat 104. The surplus length of the tether belt 260 has been drawn into the seat 104 to tighten the tether belt 260 relative to the vehicle and the anchor. In various instances, when the pull strap 272 has been released, the ratchet spool 262 can retract the surplus length of the belt 260. For example, the surplus length of the belt 260 can be wound around the ratchet spool 262.

The tether belt 260 also extends through a clamping member 264 in the base 104. The clamping member 264 is configured to releasably clamp down on the tether belt 260 to prevent movement of the tether belt 260 relative to the clamping member 264. In various instances, when in the clamped position, the clamping member 264 can permit one-way travel of the tether belt 260. For example, the clamping member 264 can permit tensioning of the tether belt 260. In various instances, the clamping member 264 can include a cam-lock mechanism. Additionally or alternatively, the clamping member 264 can include a ratchet mechanism, for example. To unclamp the clamping member 264, an operator can engage an actuator on the seat 104, such as the button 280 (see, e.g., FIG. 32). For example, a linkage system and/or pulley system can couple the button to the clamping member 264, as well as to the ratchet spool 262. In various instances, a tension sensor can be engaged with the tether belt 260 and/or a component of the tensioning system for the tether belt 260. For example, the ratchet spool 262 and/or the clamping member 272 can include a tension sensor. Such a tension sensor can be configured to determine if the tether belt 260 has been tensioned. In other instances, the tension sensor can determine the tension in the belt 260.

In certain instances, the child restraint system 100 can include an adjustable headrest. For example, the seat 104 can include an adjustable headrest 250. In various instances, the adjustable headrest 250 can be coupled to the harness 220 such that adjustments to the headrest 250 move the shoulder straps 226 of the harness 250.

In various instances, a child restraint system can include a power source, a microcontroller, and at least one powered subsystem. For example, the child restraint system 100 can include a battery pack 116 (FIGS. 4 and 5), a control circuit 118 (FIG. 3), a motor-driven tensioner 130, and a motor-driven leveler 160. The tensioner 130 and the leveler 160 can include a plurality of sensors, as further described herein. The child restraint system 100 can also include a user interface 120, which includes at least one screen, light, speaker, and/or button. The control circuit 118 is powered by the battery 116 and is configured to communicate with the powered subsystems 130, 160, as well as the user interface 120. The child restraint system 100 can also include a communications module for communicating information beyond the control circuit 118. For example, a communications module can communicate with a microcontroller in the seat 104 of the child restraint system 100 and/or with another control system, such as the control system in a vehicle and/or mobile device.

A block diagram of control system of a child restraint system 300 is depicted in FIGS. 41 and 42. The reader will appreciate that various features of the control system depicted in FIGS. 41 and 42 can be incorporated into the child restraint system 100. For example, the child restraint system 300 can include a base 302 (FIG. 41) and a seat 304 (FIG. 42). The child restraint system 300 can be similar in many respects to the child restraint system 100. More particularly, the base 302 can be similar in many respects to the base 102, and the seat 304 can be similar in many respects to the seat 104. In other instances, a different child restraint system can utilize at least portions of the control system depicted in FIGS. 41 and 42.

The reader will appreciate that an accident sensor system, such as the accident sensor system 10 (FIGS. 49 and 50) can communicate with portions of the control system depicted in FIGS. 41 and 42. Moreover, a control circuit for communicating with the accident detection system 10 and for implementing reactions to input therefrom, such as the control circuit 18 (FIG. 49), for example, can be incorporated into the control system depicted in FIGS. 41 and 42. In such instances, various sensors depicted in FIGS. 41 and 42 can communicate with the control circuit 18, and the control circuit 18 can consider conditions detected by the various sensors to implement reactions to the accident detection system 10.

Referring primarily to FIG. 41, the base 302 includes a battery pack 316, a control circuit (e.g., microcontroller) 318, a motor-driven tensioning system 330, and a motor-driven leveling system 360. The tensioning system 330 and the leveling system 360 include a plurality of sensors, as further described herein. The control circuit 318 is configured to control the operations of the subsystems based on input to the control circuit 318 from a user interface 320, a communications module 390, and/or based on conditions detected by the sensors in the subsystems.

The base 302 includes at least one user interface 320, which includes at least one screen 322, at least one light 324, such as an LED, for example, at least one speaker 326, and/or at least one button 328. The control circuit 318 is powered by the battery 318 and is configured to communicate with the powered subsystems 330, 360, as well as the user interface 320. The base 302 also includes a communications module 390 for communicating information beyond the base 302, such as to a control circuit 418 (FIG. 42) in the seat 304 of the child restraint system 300, and/or to another control system, such as the control system in a vehicle and/or a mobile device. For example, the communications module 390 can include a wireless and/or Bluetooth terminal 392 and/or can include electrical connections 394, such as contact pads, between the base 302 and the seat 304 of the child restraint system 300.

The tensioning system 330 can be similar in many respects to the tensioning system 130 (see, e.g., FIGS. 4 and 5). The tensioning system 330 includes a motor 342, which can be similar in many respects to the motor 142 (see, e.g., FIGS. 19 and 20). The motor 342 can be configured to operably impart a tensioning force on an engaged belt system. For example, the motor 342 can be configured to rotate a spool to which a belt system is clamped in order to tension the belt system. The tensioning system 330 also includes a motor current sensor 344, which is configured to measure the current drawn by the motor 342. Based on the current draw, the control circuit 318 can determine if the engaged belt system has been tensioned.

The tensioning system 330 can also include at least one tension sensor 346. The tension sensors 346 can be positioned to contact the engaged belt systems. For example, at least one tension sensor 346 can be positioned to contact an integral belt system of the base 302. For example, an integral belt of the base 302 can extend across at least one of the tension sensors 346. Additionally, when a vehicle belt is engaged with the base 302, at least one tension sensor 246 can contact the vehicle belt. For example, the vehicle belt can be positioned across at least one of the tension sensors. The tension sensors 246 can detect if the engaged belt has been tensioned. In various instances, the tension sensor 246 can include a load cell, which is configured to detect the amount of tension in the engaged belt.

The tensioning system 330 also includes a shoulder belt sensor 356. The shoulder belt sensor 356 can be positioned to contact a vehicle belt when the vehicle belt is engaged with the base 302. For example, when a vehicle belt is engaged with the base 302, the vehicle belt 206 can be positioned across the shoulder belt sensor 356. In such instances, the sensor 356 can detect if a vehicle belt is being utilized to install the base 302 in a vehicle.

The tensioning system 330 can also include at least one encoder 348. The encoder 348 is configured to determine the rotational position of the lock off. The tensioning system 330 also includes at least one pawl position sensor 350, which is configured to determine whether a locking pawl of a ratchet system is engaged with a ratchet wheel. The tensioning system 330 further comprises at least one lockout position sensor 352. The lockout position sensor 352 is configured to determine if the belt lockout of the tensioning system 330 is in the clamped or locked position. The tensioning system 330 also includes a latch home sensor 354, which is configured to determine if the tensioning system 330 is in the home position or a tensioned position.

The leveling system 360 can be similar in many respects to the leveling system 130 (see, e.g., FIGS. 4 and 5). In various instances, the leveling system 360 includes a motor 384, which can be similar in many respects to the motor 184 (see, e.g., FIGS. 7 and 8). The motor 384 is configured to generate a driving motion in order to level a portion of the child restraint system 300. For example, the motor 384 can be configured to rotate a central drive screw in order to move a nut along the screw. The nut can be configured to move mounts for the seat 304 of the child restraint system 300.

The leveling system 360 includes a motor current sensor 386, which is configured to measure the current drawn by the motor 384. The tensioning system 360 also includes at least one seat angle measurement sensor 380 and at least one base angle measurement sensor 382. The seat angle measurement sensor 380 can comprise a position sensor on the nut, for example, and the base angle position measurement sensor 380 can comprise an accelerometer in the base 302 of the system 300, for example. The control circuit 318 is configured to determine the angle of the seat 304 based on the measurements from the sensors 380, 382.

In various instances, the control circuit 318 can be in communication with a mobile computing device, such as a “smart” mobile phone or tablet computer. In certain instances, the control circuit 318 can receive input detected by the mobile computing device to determine the angle of the seat 304. A system for determining the angle of at least a portion of a child restraint system based on input from a mobile computing device is described in U.S. Provisional Patent Application No. 62/273,608, filed Dec. 31, 2015, entitled CHILD RESTRAINT SYSTEM ADJUSTMENT MOBILE APP, which is hereby incorporated by reference herein in its entirety.

Referring primarily to FIG. 42, the seat 304 includes a power source 416, a control circuit 418, a communications module 407 and a plurality of sensors 420, 422, 424, 426, and 428. The power source 416 for the seat 304 can be the battery pack 316 in the base 302. For example, electrical connections between the base 302 and the seat 304 can provide a current pathway from the battery pack 316 to the powered components in the seat 304. The electrical connections can be contact pads, such as the electrical connections 109a and 109b (FIG. 3) in the seat 104, for example.

The control circuit 418 is configured to send and/or receive commands based on input to the control circuit 418 from the communications module 407 and/or based on conditions detected by the sensors 420, 422, 424, 426, and 428. In certain instances, the communications module 407 is configured to communicate with the base 302. For example, the base 302 and the seat 304 can communicate across the electrical connections. In certain instances, the communications can be wirelessly. The communications module 407 can be configured to communicate information to the control circuit 318 (FIG. 41) in the base 302 of the child restraint system 300. Additionally or alternatively, the communications module 407 can communicate with another control system, such as the control system in a vehicle and/or a mobile device. In certain instances, the communications module 407 can include a wireless and/or Bluetooth terminal, for example.

In various instances, the communications module 390 and/or the communications module 407 can be configured to receive software updates and/or upgrades from a remote server. Such updates and/or upgrades can be communicated to the control circuit 418. In such instances, it can be necessary to upgrade the software when new safety guidelines are released, for example. Software updates and/or upgrades can occur automatically. For example, the updates and/or upgrades can be communicated across a wireless, Bluetooth and/or cellular connection. In other instances, the upgrades and/or updates can be transferred to the control circuit 418 via a wired and/or physical connection, such as a port and/or dock for a “smart” mobile phone and/or tablet.

The seat 304 includes a plurality of sensors. For example, the seat 304 includes a shoulder belt angle measurement sensor 420, which is configured to detect the exit angle of the shoulder straps of a harness of the seat. The sensor 420 can be similar in many respects to the sensors 225 (FIG. 32), for example. The seat 304 also includes a child detection sensor 422, which is configured to detect whether a child is positioned in the seat 304 of the child restraint system 300. The child detection sensor 422 can include a spring-loaded pad upon which a child can sit, for example. The seat 304 also includes coupling sensors 424, which are configured to detect if the seat 304 is properly coupled to the base 302. The seat 304 also includes a head tether sensor 428, which is configured to detect if a top tether strap of the seat 304 has been engaged with an anchor in the vehicle. The seat 304 also includes a harness buckle sensor 426, which is configured to determine if the harness has been buckled.

In certain instances, the child restraint system 300 can include one or more of the sensors 420, 422, 424, 426, and 428. Additionally or alternatively, the child restraint system 300 can additional sensors, such as a harness tension sensor, which can determine if the harness for the seat 304 has been tensioned.

Various child restraint system described herein are designed to restrain and protect a child during use, including when the vehicle in which the system has been installed is involved in an accident. For example, the harness of a child restraint system can restrain the child in the seat of the child restraint system during the accident. Additionally, because the child restraint system is fastened to the vehicle and/or seat thereof, the child restraint system and child restrained therein can be retrained in the vehicle during the accident. In various instances, a properly-installed child restraint system can support and cradle a child during a collision and may prevent the child from being ejected from the vehicle during a high impact collision. The vehicle may include safety features that protect the child during an accident. For example, the vehicle frame and/or airbags in the vehicle seats and/or frame can protect the child during an accident.

In various instances, a child restraint system can also include safety features that protect the child during an accident. For example, the seat of the child restraint system can include a frame having sidewalls that protect a child from a side impact. Additionally, a cushioned support on the frame of the seat can at least partially absorb the impact of a collision. Various additional and alternative safety features for a child restraint system are described herein. Moreover, as further described herein, a child restraint system, such as the system 100 (see, e.g. FIGS. 1-3), for example, can include and/or communicate with an accident sensor system, such as the system 10 (FIGS. 49 and 50). For example, the accident sensor system 10 can be integrated into the child restraint system 100. Additionally or alternatively, the child restraint system 100 can be configured to receive input from an external accident sensor system, such as an accident sensor system installed in the vehicle and/or a mobile device.

Referring again to FIG. 49, the accident sensor system 10 includes one or more sensors that detect conditions indicative of an impending or anticipated crash or accident involving the vehicle 14. The sensors can (i) continuously monitor for objects in the vicinity of the vehicle 14 that might be involved in an accident with the vehicle and/or (ii) continuously monitor operating parameters of the vehicle 14 that can be used in a determination of whether a crash is imminent. FIG. 50 is a diagram of an accident sensor system 10 according to various embodiments. As shown in FIG. 50, the accident sensor system 10 may include one or more object-sensing systems for continuously monitoring for objects in the vicinity of the vehicle 14, such as, for example, one or more radar systems 50, laser scanning (lidar) systems 52, and/or camera systems 54. The object-sensing systems can be directed solely in one direction relative to the vehicle 14, such as the forward-direction of the vehicle 14, or in multiple directions (e.g., front, sides and/or rear directions), to detect objects in the directions in which the object-sensing systems are “looking.”

The accident sensor system 10 may also include one or more sensors that continuously monitor operating parameters of the vehicle 14 while the vehicle 14 is in motion, such as accelerometers 56, gyroscopes 58, an inertial measurement unit (IMU) 60, brake pedal position sensors 62, acceleration pedal sensors 64, and a position (e.g., GPS) sensor 63, for example. The accelerometer system 56 may include a three-axis accelerometer and the gyroscope 58 can detect three-axis angular acceleration around the X, Y and Z axes, enabling precise calculation of roll (φ), pitch (θ), and yaw (ψ) rotations of the vehicle 14. The combined data from the accelerometer and gyroscope systems 56, 58 can provide detailed and precise information about the vehicle's six-axis movement in space. The IMU 60 can compute the specific force and angular rate of the vehicle 14 based on the inputs from the accelerometer and gyroscope systems 56, 58. The three axes of the gyroscope 58 combined with the three axes of the accelerometer 56 can enable the IMU 60 to recognize approximately how far, fast, and in which direction it (the IMU 60, and hence the vehicle 14) has moved in space. The brake pedal position sensor 62 is directly or indirectly sensitive to the position of the vehicle's brake pedal (e.g., outputs ranging from fully depressed to not depressed at all). Similarly, the acceleration pedal position sensor 64 is directly or indirectly sensitive to the position of the vehicle's acceleration pedal (e.g., outputs ranging from fully depressed to not depressed at all). The position sensor 63 can track the GPS coordinates of the vehicle 14 as it moves.

The accident sensor system 10 may also comprise one or more processors 66 and one or more wireless communication circuits 68. Only one processor 66 and one wireless communication circuit 68 are shown in FIG. 50 for the sake of simplicity and clarity, although it should be recognized that the accident sensor system 10 may include, in various embodiments, multiple processors 66 and/or multiple wireless communication circuits 68. The sensors 50-64 may be in communication with the processor 66 by any suitable data communication means, including wired and/or wireless communication channels. For example, many vehicles include a data bus 70, such as a Controller Area Network (CAN) bus. In various embodiments, some or all of the sensors 50-64 are connected to the data bus 70, and the processor 66 can be connected to it as well. The processor 66 can be programmed to continuously monitor for conditions indicative of a dangerous condition involving the vehicle 14 (e.g., an imminent crash or accident). For example, based on the object sensing systems 50, 52, 54, the processor 66 can detect the distance to objects in the anticipated travel path of the vehicle 14. Based on these inputs the processor 66 can also detect the direction of movement of a detected object (e.g., whether it is moving toward the vehicle 14), the detected object's speed, and the detected object's acceleration (or deceleration as the case may be). Based on the operating parameter sensor systems 56-64, the processor 66 can detect the position and speed of the vehicle 14, its direction of movement (e.g., in six degrees of freedom), and its acceleration (or deceleration). To that end, in various embodiments, the IMU 60 could be integrated with the processor 66.

Based on the various sensor data, the processor 66 can compute the likelihood of the vehicle 14 colliding with a detected object in a future, near-term time horizon, and the likely speed and acceleration of the both the vehicle 14 and the detected object at the time of an expected collision. As such, the processor 66 can compute a likely time of the collision and its impact (e.g., severity) on the vehicle 14. The processor 66 may also compute the likely direction of the collision relative to the vehicle 14 (e.g., front, front right, rear, etc.). The determinations can be continuously computed by the processor 66 as the vehicle 14 travels along its travel path, and the processor's computations can be transmitted to the CRS 12 by the wireless communication circuit 68 via a wireless communication link between the accident sensor system 10 and the CRS 12. In that connection, the wireless communication circuit 68 preferably communicates using a wireless communication protocol that is used by the CRS 12 (e.g., WiFi, Bluetooth, Zigbee, etc.), with the CRS 12 and accident sensor system 10 being paired for such wireless communications, for example.

In addition to or in lieu of the wireless communication link, the CRS 12 could also be in wired communication with the accident sensor system 10 according to various embodiments. For example, for a vehicle that includes a wired data bus, the control circuit 18 of the CRS 12 could be connected to the data bus, and the processor 66 of the accident sensor system 10 could communicate with the CRS 12 via the data bus. To that end, in such embodiments, the CRS 12 may include a data cable that connects to the data bus. For embodiments that utilize multiple accident sensor systems 10, one or more of the multiple accident sensor systems 10 could be in wireless communication with the CRS 12, while one or more of the others could be wired communication with the CRS 12.

The accident sensor system 10 can comprise one, some, or all of the sensors systems shown in FIG. 50, and/or other types of sensor systems, such as electronic stability control sensors to measure the steering angle of the vehicle 14 and/or brake assist sensors to detect emergency braking of the vehicle 14. These additional sensors can provide additional data points for the processor's computations and ongoing monitoring. Employing multiple sensors systems generally translates to more accurate determinations of imminent collisions involving the vehicle 14.

In some embodiments, some or all of the sensors 50-64 could be part of a collision avoidance system of the vehicle 14. For a vehicle that does not include a collision avoidance system, the vehicle 14 could be equipped (e.g., retro-fitted) with a “stand-alone” or “off-the-shelf” (OTS) accident sensor system 10 that is added to or otherwise used with the vehicle 14. For example, a stand-alone or OTS accident sensor system 10 could be powered by a cigarette lighter receptacle or USB port of the vehicle 14, or by a separate battery. Such a stand-alone or OTS accident sensor system 10 may include some or all of the object detecting and/or vehicle operating parameter sensors described above, although if size and cost are factors for the stand-alone or OTS accident sensor system 10, such an accident sensor system 10 might only include the vehicle operating parameter sensors, such as the accelerometer and gyroscope systems 56, 58. Such a stand-alone or OTS accident sensor system 10 may also include the position sensor 63, the IMU 60, the processor 66, and the wireless communication circuit 68 for communicating with the CRS 12. In other embodiments, the stand-alone or OTS accident sensor system 10 could have a wired connection to the CRS 12, such as by a USB cable there between.

The stand-alone or OTS accident sensor system 10 could be a high-quality (e.g., high-fidelity) sensor. It other embodiments, the stand-alone or OTS accident sensor system 10 comprises lower quality sensors and is implemented, for example, with a mobile computing device, such as a smartphone, tablet computer, or laptop computer, that includes one or more vehicle operating parameter sensors and whose processor 66 is programmed to continuously monitor the sensor data for potentially dangerous conditions. For example, the mobile computing device could comprise the accelerometer system 56, the gyroscope system 58, the IMU 60, and/or the position sensor 63. In such embodiments, the mobile computing device is linked to the CRS 12, through a wired (e.g., USB) or wireless (e.g., Bluetooth of WiFi) connection and include software (e.g., a mobile app) for communicating with the CRS 12. To operate the mobile computing device as an accident sensor system 10, in various embodiments the user of the mobile computing device can open the app and select to put it into an operating mode where it continuously monitors the data from its sensors for conditions indicative of an imminent collision and reports the raw sensor data and/or determinations based thereon (e.g., a collision is imminent) to the CRS 12. Preferably the mobile computing device is programmed to distinguish the movement and acceleration caused from dropping the mobile computing device from a collision, so that reactions by the CRS 12 are not triggered from dropping of the mobile computing device.

In various embodiments, the ongoing processing of the sensor data to detect dangerous conditions can be distributed across multiple processors, such as the processor 66 of the accident sensor system 10 and the processor 20 of the CRS 12. In such a configuration, the processor 66 of the accident sensor system 10 may process data from some of the sensors, and the processor 20 of the CRS 12 may process data from other sensors. In such a configuration, the accident sensor system 10 can transmits its ongoing determinations to the CRS 12 as described above, and the processor 20 of the CRS 12 can utilize its processing as well as the determinations from the accident sensor system 10 to determine, in an ongoing manner while the vehicle 14 is moving, whether any imminent-crash reactions need to be implemented by the CRS 12. Such a distributed processing configuration may be beneficial, for example, in embodiments where the CRS 12 includes some of the sensors, such as the accelerometer 56, gyroscope 58, the position sensor 63, and/or IMU 60. In such embodiments, for example, the processor 66 of the accident sensor system 12 processes the data from the sensors external to the CRS 12, and the processor 20 of the CRS 12 processes the data from the sensors internal to the CRS 12.

In other embodiments, the accident sensor system 10 does not have a processor, and all of the sensor data processing is performed by the processor 20 of the CRS 12. In such a configuration, the sensors 50-64 transmit their data in real-time, via either wired or wireless communication links, to the CRS 12, and the processor 20 of the CRS 12 determines, in an ongoing manner while the vehicle 14 is moving, whether any imminent-crash reactions need to be implemented by the CRS 12.

In certain instances, it can be desirable to adjust and/or actuate various features on the child restraint system prior to an accident. For example, actuators in the child restraint system 12 can react to inputs from the accident sensor system 10 within the reaction time window to implement a safety feature prior to the accident. The actuations can be implemented by the control circuit 18 and/or controllers 26 thereof. In various instances, the control circuit 18 in the child restraint system 12 can issue commands to one or more actuators 28 in the child restraint system when an impending accident is detected by the system 12. For example, the actuators 28 can adjust the position of the seat and/or the position of the base of the child restraint system relative to the vehicle, adjust the tension in a harness and/or belt system of the child restraint system and/or vehicle, and/or deploy an additional safety feature, such as an airbag or shield. Additional safety features are further described herein. Additionally or alternatively, the child restraint system 12 can make at least one safety adjustment after the reaction time window. For example, an airbag can be deployed from the child restraint system 12 after an accident has occurred to protect a child from rebound forces following the accident. In other instances, the child restraint system 12 can readjust the tension in a harness and/or belt system and/or modify the angle of the child restraint system 12 in the vehicle after the accident.

In certain instances, the adjustments and/or actuations can depend on the anticipated severity, magnitude, and/or direction of the detected collision. Moreover, the command(s) from the control circuit 18 can depend on a detected condition and/or state of the child restraint system 12. For example, the command(s) can be dependent on the orientation (forward-facing or rear-facing) of the seat and/or the weight of the child in the seat, which can be detected by a child restraint system, as provided herein. Adjustments and actuations by the child restraint system 12 in response to an alert from the accident sensor system 10 are further described herein.

In various instances, the child restraint system 12 can be configured to deploy a pneumatic actuator, such as an airbag, in response to an alert from the accident sensor system 10. A pneumatic actuator can be configured to absorb at least portion of the impact from the collision. For example, an airbag can increase the time between the vehicle's collision and the impact to the child restrained by the child restraint system 12. During the time interval between the vehicle's collision and the impact to the child, the speed of the child can be decreased. An airbag may also act as an inflatable cushion, bumper, or pillow for the child restraint system 12 and/or the child secured therein.

In various instances, the child restraint system 12 can include one or more airbags. At least one airbag can be deployed laterally outward away from the child restraint system 12 based on input from the accident sensor system 10. A child restraint system 500 is depicted in FIGS. 51-54. The child restraint system 500 is similar in many respects to the child restraint system 100 (see, e.g., FIGS. 1-3). For example, the child restraint system 500 includes a base 502, a seat 504, and latches 522 for operably securing the base 502 to a vehicle, such as the vehicle 14 (FIG. 49). A user interface 120, which can be configured to communicate with a control circuit of the child restraint system 500, can be positioned on an accessible surface of the child restraint system 500, such as one or more sides of the base 502. The child restraint system 500 can include the control circuit 18 (FIG. 49), which can communicate with the accident sensor system 10.

The child restraint system 500 includes a plurality of airbag pockets or cavities 550a, 550b, 550c, 550d, 550e, and 550f. The pockets can be defined in the frame and/or the soft goods of the child restraint system 500. In the depicted embodiment, the seat 504 of the child restraint system 500 includes a rear airbag pocket 550a, lateral airbag pockets 550b, 550c, 550d, and 550e, and a front airbag pocket 550f. When the seat 504 of the child restraint system 500 is in a forward-facing orientation in the vehicle 14 (FIG. 49), the front airbag pocket 550f is closer to the front of the vehicle 14 than the rear airbag pocket 550a. Conversely, when the seat 504 is in a rearward-facing orientation in the vehicle 14, the front airbag pocket 550f is closer to the rear of the vehicle 14 than the rear airbag pocket 550a.

A deployable airbag 560a, 560b, 560c, 560d, 560e, and 560f is positioned in each airbag pocket 550a, 550b, 550c, 550d, 550e, and 550f, respectively. The airbags 560a, 560b, 560c, 560d, 560e, 560f are configured to protect and/or shield a child positioned in the seat 504 during an accident. Referring primarily to FIGS. 53 and 54, the airbags 560a, 560b, 560c, 560d, 560e, 560f are deployed outwardly away from the child restraint system 500. In certain instances, the airbags 560a, 560b, 560c, 560d, 560e, 560f may be configured to remain out of contact with the child secured in the seat 504 of the child restraint system 500. The airbags 560a, 560b, 560c, 560d, 560e, 560f can cushion and/or at least partially absorb the momentum of the child restraint system 500 during an accident to mitigate the effects of a collision. In other instances, the airbags 560a, 560b, 560c, 560d, 560e, 560f may contact a child restrained in the child restraint system 500. The airbags can be child- and/or infant-sized, for example.

In various instances, the control circuit 18 (FIG. 49) can selectively actuate one or more of the airbags 560a, 560b, 560c, 560d, 560e, 560f based on the input from the accident sensor system 10 (FIGS. 49 and 50). For example, the rear airbag 560a and the front airbag 560f can be deployed when the accident sensor system 10 detects a front-end or rear-end accident, and the side airbags 560b, 560c, 560d, 560e can be deployed when the accident sensor system 10 detects a side-impact accident. In other instances, all of the airbags 560a, 560b, 560c, 560d, 560e, 560f can be deployed when the accident sensor system 10 detects an accident. In still other instances, the deployment of one of more airbags can be selected based on the orientation of the seat 504 of the child restraint system 500, the position of the child restraint system 500 in the vehicle 14 (FIG. 49), and/or the age, weight, and/or size of the child, for example.

The side airbags 560b, 560c, 560d, and 560e are configured to protect the child in the case of a side impact collision. Referring primarily to FIGS. 53 and 54, the side airbags 560b, 560c, 560d, and 560e are deployed laterally outward from a sidewall of the seat 504. In various instances, the vehicle seat(s) adjacent to the child restraint system 500 can include sensors for detecting if a person is positioned in the adjacent seat(s), and the control circuit 18 (FIG. 49) for the child restraint system 500 can communicate with the sensors. For example, the control circuit 18 may not deploy one or more of the side airbags when a person is detected in the seat(s) adjacent thereto.

The airbags 560a, 560b, 560c, 560d, 560e, 560f in the child restraint system 500 are housed in the seat 504. In other instances, one or more airbags can be housed in the base 502 of the child restraint system 500. In various instances, a child restraint system can include one or more of the airbag pockets 550a, 550b, 550c, 550d, 550e, and 550f and/or one or more of the airbags 560a, 560b, 560c, 560d, 560e, 560f. For example, a child restraint system a can include one or more pairs of laterally opposed side airbags, one or more front airbags, one or more rear airbags, or a combination thereof.

A child restraint system 600 is depicted in FIGS. 55 and 56. The child restraint system 600 includes a base 602, a seat 604, and a user interface 620, which can be configured to communicate with a control circuit of the child restraint system 600. For example, the child restraint system 600 can include the control circuit 18 (FIG. 49), which can communicate with the accident sensor system 10. The base 602 is similar in many respects to the base 402 (FIGS. 47 and 48). The child restraint system 600 includes a plurality of airbag pockets or cavities 650a, 650b, and 650c. The pockets 650a, 650b, 650c can be defined in the frame and/or soft goods of the child restraint system 600. In the depicted embodiment, the base 602 of the child restraint system includes the front airbag pocket 650c, and the seat 604 of the child restraint system 600 includes the rear airbag pocket 650a and the lateral airbag pocket 650b. When the seat 604 of the child restraint system 600 is in a rearward-facing orientation in the vehicle 14 (FIG. 49), as shown in FIGS. 55 and 56, the front airbag pocket 650c is closer to the front of the vehicle than the rear airbag pocket 650a.

A deployable airbag 660a, 660b, 660c is positioned in each airbag pocket 650a, 650b, 650c, respectively. The airbags 660a, 660b, 660c are configured to protect and/or shield a child positioned in the seat 604 during an accident. Referring primarily to FIG. 56, the airbags 660a, 660b, 660c are deployed outward away from the child restraint system 600. In certain instances, the airbags 660a, 660b, 660c may be configured to remain out of contact with the child secured in the seat 604 of the child restraint system 600. The airbags 660a, 660b, 660c can cushion and/or at least partially absorb the momentum of the child restraint system 600 during an accident. In other instances, the airbags 660a, 660b, 660c may contact the infant restrained in the child restraint system 600. The airbags can be child- and/or infant-sized, for example.

In various instances, the control circuit 18 for the child restraint system 600 can selectively actuate one or more of the airbags 660a, 660b, 660c based on the input from the accident sensor system 10. For example, the rear airbag 660a and the front airbag 660c can be deployed when the accident sensor system 10 detects a front-end or rear-end accident, and the side airbag 660b can be deployed when the accident sensor system 10 detects a side-impact accident. In other instances, all of the airbags 660a, 660b, 660c can be deployed when the accident sensor system 10 detects an accident. In still other instances, the deployment of one or more airbags can be selected based on the position of the child restraint system 600 in the vehicle 14 (FIG. 49) and/or the age, weight, and/or size of the child, for example.

The side airbag 660b is configured to protect the child in the case of a side impact collision. Referring primarily to FIG. 56, the side airbag 660b is deployed laterally outward from a sidewall of the seat 604. In various instances, the vehicle seat(s) adjacent to the child restraint system 600 can include sensors for detecting if a person is positioned in the adjacent seat, and the control circuit 18 (FIG. 49) for the child restraint system 600 can communicate with the sensors. For example, the control circuit 18 may not deploy the side airbag 660b when a person is detected in the adjacent seat. In various instances, the child restraint system 600 can include a pair of side airbags laterally disposed on either side of the system 600.

The child restraint system 600 includes the airbags 660a, 660b, 660c housed in the base 602 and the seat 604. In various instances, a child restraint system can include one or more of the airbag pockets 650a, 650b, 650c and/or one or more of the airbags 660a, 660b, 660c. For example, a child restraint system can include one or more pairs of laterally opposed side airbags, one or more front airbags, one or more a rear airbags, or a combination thereof.

In various instances, one or more airbags in a child restraint system can be configured to secure or hold a child positioned in the child restraint system. For example, an airbag can be positioned around a portion of the child and/or between a portion of the harness and the seat of a child restraint system. Deployment of one or more airbags can fill at least a portion of a gap or space round the child in the seat of the child restraint system. In certain instances, the deployed airbag(s) can increase the tension in the harness, for example.

Referring now to FIGS. 57 and 58, a seat 704 for a child restraint system is depicted. The seat 704 is similar in many respects to the seat 104 (see, e.g., FIGS. 1-3). The seat 704 includes a plurality of coupling hooks 708, which are configured to releasably engage attachment points on a base, such as the base 102 of the child restraint system 100 (see, e.g., FIGS. 1-3). The seat 704 also includes a restraint harness 720 for tightening around a child positioned in the seat 704. The harness 720 is a five-point harness, which includes five straps including a central strap 722, two lap straps 724, and two shoulder straps 726. The harness 720 includes a central buckle 728 at which the straps releasably connect. In various instances, the harness 720 is adjustable to accommodate a size range of children. For example, the harness 720 can be tightened around a child by pulling on a tensioning strap 730 that extends from the seat 704. The tensioning strap 730 can extend through a locking slot, which may include a ratchet or other locking mechanism that permits one-way travel of the strap 730 in a tensioning direction while the locking mechanism is in a default, locked position. Various locking devices for a harness are further described herein.

The seat 704 includes a plurality of airbag pockets or cavities 750a and 750b. The pockets 750a and 750b can be defined in the frame and/or the soft goods of the seat 704. In the depicted embodiment, the pockets 750a, 750b are embedded in a sidewall 714 of the seat 704. An opposing pair of pockets can be embedded in the opposite sidewall 714 of the seat 704.

The airbags 760a, 760b, 760c, 760c are deployable from the airbag pockets 750a, 750b in the seat 704. In various instances, the airbags 760a, 760b, 760c, 760d are configured to protect and/or shield a child positioned in the seat 704 during an accident. Referring primarily to FIG. 58, the airbags 760a, 760b, 760c, 760d are deployed inwardly toward the infant positioned in the seat 704. The deployed airbags 760a, 760c, 760c, 760d can form an additional restraint around the child. In such instances, the airbags 760a, 760b, 760c, 760d can seek to hold the child in the seat 704 during an accident, which can prevent the child from being dislodged from the seat 704 and/or from the vehicle. The airbags can be child- and/or infant-sized, for example. In certain instances, the airbags can be incased within the soft goods and/or fabric of the seat 704. In such instances, when the airbags are deployed, they can inflate the material around the child, for example.

In various instances, the airbags 760a, 760b, 760c, 760d can be selectively deployable. For example, a control circuit, such as the control circuit 18 (FIG. 49), can selectively actuate one or more of the airbags 760a, 760b, 760c 760d based on the input from the accident sensor system 10 (FIGS. 49 and 50). In various instances, deployment of the airbags 760a, 760b, 760c, 760d can depend on the age, weight and/or size of the child positioned in the seat 704, the position of the seat 704 in the vehicle 15 (FIG. 49), and/or the anticipated severity and/or direction of the accident. In certain instances, the deployment of the airbags can depend on whether a harness tension sensor has been triggered, and/or the tension detected in the harness 720. For example, if a harness tension sensor has not been triggered, the harness 720 may not have been tensioned around a child positioned in the seat 704. In such instances, the airbags can be deployed to restrain the child in the seat 704 during the accident.

A seat 804 for a child restraint system is depicted in FIGS. 59 and 60. The seat 804 is similar in many respects to the seat 104 (see, e.g., FIGS. 1-3). For example, the seat 804 includes a plurality of coupling hooks 808, which are configured to releasably engage attachment points on a base, such as the base 102 of the child restraint system 100 (see, e.g., FIGS. 1-3). The seat 804 includes a restraint harness 820 for tightening around a child positioned in the seat 804. The harness 820 is a five-point harness, which includes five straps including a central strap 822, two lap straps 824, and two shoulder straps 826. The harness 820 includes a central buckle 828 at which the straps releasably connect. In various instances, the harness 820 is adjustable to accommodate a size range of children. For example, the harness 820 can be tightened around a child by pulling on a tensioning strap 830 that extends from the seat 804. The tensioning strap 830 can extend through a locking slot, which may include a ratchet or other locking mechanism that permits one-way travel of the strap 830 in a tensioning direction while the locking mechanism is in a default, locked position. Various locking devices for a harness are further described herein.

The harness 820 also includes an airbag 860 (FIG. 60). The airbag 860 can be wrapped around portions of the harness 820 and/or encased by portions of the harness 820. When the airbag 860 is deployed, the airbag 860 can fill a portion of the space between the harness 820 and the seat 804, which can effectively tension the harness 820 around a child restrained by the harness 820. The deployed airbag 860 can seek to hold the child in the seat 804 during an accident, which can prevent the child from being dislodged from the seat 804 and/or from the vehicle 14 (FIG. 49). In various instances, the harness 820 can include one or more airbags.

In various instances, the airbag 860 can be selectively deployable. For example, a control circuit, such as the control circuit 18 (FIG. 49), for example, can selectively actuate the airbag 860 based on the input from the accident sensor system 10 (FIGS. 49 and 50). In various instances, the deployment of the airbag 860 can depend on the age, weight and/or size of the child positioned in the seat 804, the position of the seat 804 in the vehicle 14 (FIG. 49), and/or the anticipated severity and/or direction of the accident. In certain instances, deployment of the airbag 860 can depend on whether a harness tension sensor has been triggered and/or the tension detected in the harness 820. For example, if a harness tension sensor has not been triggered, the harness 820 may not have been tensioned around a child positioned in the seat 804. In such instances, the airbag 860 can be deployed to restrain the child in the seat 804 during the accident.

A seat 904 for a child restraint system is depicted in FIGS. 61 and 62. The seat 904 is similar in many respects to the seat 104 (see, e.g., FIGS. 1-3). The seat 904 includes a plurality of coupling hooks 908, which are configured to releasably engage attachment points on a base, such as the base 102 of the child restraint system 100 (see, e.g., FIGS. 1-3). The seat 904 includes a restraint harness 920 for tightening around a child positioned in the seat 904. The restraint harness 920 can extend through openings in a frame 912 of the seat 904. For example, the harness 920 can extend through a pair of openings in a back support 914 of the frame 912.

The harness 920 is a five-point harness, which includes five straps including a central strap, two lap straps, and two shoulder straps 926. In various instances, the harness 920 is adjustable to accommodate a size range of children. The harness 920 can be tightened around a child by pulling on a tensioning strap 930a, 930b that extends from the seat 904. For example, the tensioning strap 930a, 930b can be pulled through a locking slot 932, which permits one-way travel of the tensioning strap 930a, 930b to tighten the harness 920. A first portion 930a of the strap can protrude from the seat 904 through the locking slot 932, and a second portion 930b of the strap can be contained within the seat 904. In various instances, the locking slot 932 can include a ratchet mechanism. An operator can unlock the locking slot 932 to retract the tensioning strap 930a, 930b and loosen the harness 920. For example, an operator can press a button and/or lift a lever to unlock the ratchet mechanism in the locking slot 932.

The seat 904 also includes an airbag 960 positioned between a portion of the harness 920 and the frame 912 of the seat 904. In the depicted embodiment, the airbag 960 is positioned between the seat back 914 of the frame 912 and the shoulder straps 926 of the harness 920. In other instances, the airbag 960 can be wrapped around portions of the harness 920 and/or encased by portions of the harness 920, for example. When the airbag 960 is deployed, the airbag 960 can fill a portion of the loop formed by the harness 920. The airbag 960 can displace and/or exert a displacement force on the harness 920. As the airbag 960 expands, the harness 920 can be tensioned around a child positioned in the seat 904 and restrained by the harness 920. In various instances, more than one airbag can engage the harness 920 to alter the path of the harness 920 through the seat 904 and/or attempt to alter the harness path, which can adjust the tension in the harness 920.

In various instances, the airbag 960 can be selectively deployable. For example, a control circuit, such as the control circuit 18 (FIG. 49), can selectively actuate the airbag 960 based on the input from the accident sensor system 10 (FIGS. 49 and 50). In various instances, deployment of the airbag 960 can depend on the age, weight and/or size of the child positioned in the seat 904, the position of the seat 904 in the vehicle 14 (FIG. 49), and/or the anticipated severity and/or direction of the accident. In certain instances, deployment of the airbag 960 can depend on whether a harness tension sensor has been triggered and/or the tension detected in the harness 920. For example, if a harness tension sensor has not been triggered, the harness 920 may not have been tensioned around a child positioned in the seat 904. In such instances, the airbag 960 can be deployed to restrain the child in the seat 904 during the accident.

In various instances, a harness tensioning actuator can include a pneumatic actuator, such as an airbag, as described herein. Additionally or alternatively, a harness tensioning actuator can include a mechanical actuator, such as a linkage deployable by a small explosive charge. Referring primarily to FIGS. 63 and 64, a mechanical actuator 1060 is mounted to a seat 1004 for a child restraint system. The seat 1004 is similar in many respects to the seat 104 (see, e.g., FIGS. 1-3). For example, the seat 1004 includes a plurality of coupling hooks 1008, which are configured to releasably engage attachment points on a base, such as the base 102 of the child restraint system 100 (see, e.g., FIGS. 1-3). The seat 1004 also includes a restraint harness 1020 for tightening around a child positioned in the seat 1004. The restraint harness 1020 can extend through openings in a frame 1012 of the seat 1004. For example, the harness 1020 can extend through a pair of openings in a back support 1014 of the frame 1012. The harness 1020 is a five-point harness, which includes five straps including a central strap, two lap straps, and two shoulder straps 1026. In various instances, the harness 1020 is adjustable to accommodate a size range of children. The harness 1020 can be tightened around a child by pulling on a tensioning strap 1030a, 1030b that extends through a locking slot 1032 in the seat 1004. Various locking devices for a harness are further described herein.

The mechanical actuator 1060 is configured to generate a mechanical output or displacement. For example, the mechanical actuator 1060 includes a bar 1062 supported by two movable arms 1064a, 1064b. The arms 1064a, 1064b are configured to move from an unactuated position (FIG. 63) to an actuated position (FIG. 64). In the depicted embodiment, the arms 1064a, 1064b retract to move or displace the bar 1062 toward the back support 1014 of the seat frame 1012. In other instances, the arms 1064a, 1064b can retract, extend, and/or pivot, for example. As the arms 1064a, 1064b move the bar 1062, the bar 1062 is configured to engage a portion of the harness 1020, such as the shoulder straps 1026. As the bar 1062 shifts, the bar 1062 is configured to displace the harness 1020 and/or exert a displacement force on the harness 1020. For example, the bar 1062 can be configured to pull on the shoulder straps 1026 and tension the harness 1020 around a child restrained therein. In other instances, the mechanical actuator 1060 can include a piston, wedge, and/or lever arm, which can be actuated into engagement with the harness 1020 to adjust the tension therein.

The mechanical actuator 1060 is configured to effect adjustments within the reaction time window. For example, the actuator 1060 can include a pyrotechnic actuator, which can generate a small explosive charge to move the arms 1064a, 1064b. The explosive charge generated by the actuator 1060 can be initiated by a contained electronic spark, for example, based on command(s) from a control circuit, such as the control circuit 18 (FIG. 49) based on input thereto from the accident sensor system 10 (FIGS. 49 and 50). Various chemical reactions and/or compressed gases can be utilized to generate the mechanical output for the actuator 1060. In still other instances, mechanical energy for the actuator 1060 can be stored in an energy storage device, such as a wound-up spring, for example. Additionally or alternatively, a solenoid can be an initiator for the actuator 1060. For example, the actuator 1060 can include an electromechanical solenoid, which can be in communication with the control circuit 18. In such instances, the control circuit 18 can operably initiate the solenoid, which is configured to displace the bar 1062 to adjust the tension in the shoulder straps 1062 of the harness 1020.

In various instances, the actuator 1060 can be selectively deployable. For example, the control circuit 18 can selectively actuate the actuator 1060 based on the input from the accident sensor system 10. The deployment of the actuator 1060 can depend on the age, weight and/or size of the child positioned in the seat 1004, the position of the seat 1004 in the vehicle 14 (FIG. 49), and/or the anticipated severity and/or direction of the accident detected by the accident sensor system 10. In certain instances, deployment of the actuator 1060 can depend on whether a harness tension sensor has been triggered and/or the tension detected in the harness 1020. For example, if a harness tension sensor has not been triggered, the harness 1020 may not have been tensioned around a child positioned in the seat 1004. In such instances, the actuator 1060 can be deployed to restrain the child in the seat 1004 during the accident.

As described herein, a pneumatic, mechanical, and/or pyrotechnic actuator can be configured to tension a harness for a child restraint system within a reaction time window based on input from an accident sensor system. Additionally or alternatively, an actuator can be configured to tension a belt system of the child restraint system, such as an integral belt, vehicle belt, and/or top tether belt, for example, with a reaction time window based on input from an accident sensor system. In various instances, adjusting the tension in an engaged belt system can secure the child restraint system in the vehicle and/or change the position of the child restraint system in the vehicle.

Referring primarily to FIGS. 65 and 66, a seat 1104 is depicted. The seat 1104 is similar in many respects to the seat 104 (see, e.g., FIGS. 1-3). For example, the seat 1104 includes a plurality of coupling hooks 1108, which are configured to releasably engage attachment points on a base, such as the base 102 of the child restraint system 100 (see, e.g., FIGS. 1-3). The seat 1104 also includes a head tether or top tether strap 1180, which includes a hook 1183 at an end of the strap 1180. The top tether strap 1180 can be similar in many respects to the top tether strap 260 (see, e.g., FIG. 39). The hook 1183 can extend from a top portion of the seat 1104, be pulled over and/or around a vehicle seat, and can be attached to an anchor in the vehicle 14 (FIG. 49), for example. The seat 1104 also includes a frame 1112 having a seat back portion 1114.

The seat 1104 includes an airbag 1160 positioned between a portion of the strap 1180 and the frame 1112 of the seat 1104. In the depicted embodiment, the airbag 1160 is positioned between the seat back 1114 of the frame 1112 and the strap 1180. In other instances, the airbag 1160 can be wrapped around portions of the strap 11180 and/or encased by portions of the strap 1180. When the airbag 1160 is deployed, the airbag 1160 can expand a space between the strap 1180 and the frame 1112. As the airbag 1160 expands, the strap 1180 can be tensioned, which can adjust the angle of the seat 1104 relative to the vehicle 14 (FIG. 49). The airbag 1160 can displace and/or exert a displacement force on the strap 1180. As the tension in the top tether strap 1180 increases, the top of the seat 1104 can be pulled and tilted towards the vehicle seat. In various instances, more than one airbag can engage the strap 1180 to alter the path of the strap 1180 or attempt to alter the strap's path through the seat 1104 to adjust the tension in the strap 1180. Referring primarily now to FIG. 39, the path of the top tether strap 260 through a portion of the seat 104 is depicted. The reader will appreciate that the various actuators disclosed herein for tensioning a strap, such as the airbag 1160, for example, can be positioned within the seat 104 to operably engage the top tether strap 260 at various locations along the path to adjust the tension therein. Additionally or alternatively, an actuator can act on the spring-loaded ratchet spool 262 to rotate the spool 262 and adjust the tension in the strap 260.

In various instances, the airbag 1160 can be selectively deployable. For example, a control circuit, such as the control circuit 18 (FIG. 49) can selectively actuate the airbag 1160 based on the input from the accident sensor system 10 (FIGS. 49 and 50). In various instances, deployment of the airbag 1160 can depend on the age, weight and/or size of the child positioned in the seat 1104, the position of the seat 1104 in the vehicle, and/or the anticipated severity and/or direction of the accident. In certain instances, the deployment of the airbag 1160 can depend on whether a top tether sensor has been triggered and/or the tension detected in the top tether strap 1180. For example, if a top tether sensor has not been triggered, the strap 1180 may not have been tensioned. In such instances, the airbag 1160 can be deployed to tension the strap 1180, restrain the seat 1108 in the vehicle 14 (FIG. 49), and/or pull the seat 1104 toward an upright position on the seat 1104, for example.

Referring now to FIGS. 67 and 68, a seat 1204 is depicted. The 1204 is similar in many respects to the seat 104 (see, e.g., FIGS. 1-3). For example, the seat 1204 includes a plurality of coupling hooks 1208, which are configured to releasably engage attachment points on a base, such as the base 102 of the child restraint system 100 (see, e.g., FIGS. 1-3). The seat 1204 includes a top tether strap 1280, which includes a hook 1283 at an end of the strap 1280. The hook 1283 can be pulled over and/or around the vehicle seat, and can be attached to an anchor in the vehicle 14 (FIG. 49), for example. The seat 1104 also includes a frame 1112 having a seat back portion 1114.

The seat 1204 includes a mechanical actuator 1260, which is configured to generate a mechanical output or displacement. The actuator 1260 includes a piston 1262 (FIG. 68), which is movable between an unactuated position (FIG. 67) and an actuated position (FIG. 68). When the piston 1262 is moved toward the actuated position, the piston 1262 is configured to displace and/or exert a displacement force on a portion of the strap 1280, which can pull and tension the strap 1280. In the depicted embodiment, the piston 1262 extends to engage the strap 1280. In other instances, the piston 1262 can be retracted, extended, and/or pivoted, for example. Additionally or alternatively, the actuator 1260 can include a bar, wedge, and/or lever arm, for example, which can be moved into and/or out of engagement with the strap 1280 to adjust the tension therein.

The actuator 1260 is configured to effect adjustments within the reaction time window. For example, the actuator 1260 can include a pyrotechnic actuator, which can generate a small explosive charge to move the piston 1262. The explosive charge generated by the actuator 1260 can be initiated by a contained electronic spark, for example, based on command(s) from a control circuit, such as the control circuit 18 (FIG. 18). Various chemical reactions and/or compressed gases can be utilized to generate the mechanical output for the actuator 1260. In still other instances, mechanical energy for the actuator 1260 can be stored in an energy storage device, such as a wound-up spring, for example. Additionally or alternatively, a solenoid can be an initiator for the actuator 1260. For example, the actuator 1260 can include an electromechanical solenoid, which can be in communication with the control circuit 18. In such instances, the control circuit 18 can operably initiate the solenoid, which is configured to displace the piston 1262 to adjust the tension in the strap 1280.

In various instances, the actuator 1260 can be selectively deployable. For example, a control circuit, such as the control circuit 18 (FIG. 49), can selectively actuate the actuator 1260 based on the input from the accident sensor system 10 (FIGS. 49 and 50). In various instances, deployment of the actuator 1260 can depend on the weight and/or size of the child positioned in the seat 1204, the position of the seat 1204 in the vehicle 14 (FIG. 49), and/or the anticipated severity and/or direction of the accident. In certain instances, the deployment of the actuator 1260 can depend on whether a top tether tension sensor has been triggered and/or the tension detected in the strap 1280. For example, if a top tether tension sensor has not been triggered, the strap 1280 may not have been tensioned. In such instances, the actuator 1260 can be deployed to restrain the seat 1204 in the vehicle 14 during the accident. Moreover, deployment of the actuator 1260 can move the seat 1204 toward an optimal incline for the accident. For example, in various instances, the actuator 1260 can move the seat 1204 towards an upright position relative to the anticipated direction of the impact. In other instances, the actuator 1260 can move the seat 1204 to a more reclined position.

In certain instances, a pneumatic, mechanical, and/or pyrotechnic actuator can be configured to tension an engaged belt system for attaching a child restraint system to a vehicle. In various instances, the child restraint system can be configured to detect which belt is being utilized to attach the child restraint system to the vehicle and/or which belt has been tensioned. For example, referring again to FIGS. 14 and 15, either an integral belt 124 having latches 205 at the ends thereof (FIG. 14) or a vehicle belt 206 (FIG. 15) can be secured to a vehicle or seat thereof to attach the base 102 to the vehicle. Actuators for tensioning the belt systems are further described herein. In various instances, the control circuit of the child restraint system, such as the control circuit 18 (FIG. 49), for example, can command the actuation of the actuator engaged with the tensioned belt system during the reaction time window.

In various instances, an actuator can be configured to adjust the incline of a seat of a child restraint system and, thus, the incline of a child restrained in the seat within the reaction time window. For example, the deployment of a pneumatic, mechanical, and/or pyrotechnic actuator can be configured to change the position of the seat and/or the base of a child restraint system within the reaction time window. In various instances, a pneumatic actuator, such as an airbag, for example, can be deployed outward from the child restraint system and into engaging and/or abutting contact with an adjacent support surface in the vehicle. For example, an airbag can be deployed toward and/or into an adjacent seat in the vehicle. In such instances, the position of the child restraint system can be adjusted by the deployed airbag positioned against a support surface in the vehicle.

Referring to FIG. 69, a child restraint system 1300 is depicted. The child restraint system 1300 is similar in many respects to the child restraint system 100 (see, e.g., FIGS. 1-3). For example, the child restraint system 1300 includes a base 1302 and a seat 1304 releasably attached to the base 1302. The seat 1304 is in a forward-facing orientation in FIG. 69. The base 1302 can be secured to the seat 202 in the vehicle by an engaged belt, as further described herein.

The child restraint system 1300 further includes an airbag 1360, which can be deployed from a pocket or cavity in the base 1302, as shown in FIG. 69. The airbag 1360 comprises a wedge-shaped foot that is configured to lift a portion of the base 1302 away from the vehicle seat 202. The airbag 1360 is deployed from a pocket near the front of the base 1302, and is configured to tilt the child restraint system 1300 toward the vehicle seat back and the rear of the vehicle. In other instances, an airbag can be deployed from near the front of the base 1302, from the seat 1304, and/or can be configured to tilt the child restraint system 1300 away from the vehicle seat back and/or the rear of the vehicle. As depicted in FIG. 69, the child restraint system 1300 is rotated clockwise when the airbag 1360 is deployed. In other instances, the deployment of an airbag from the base 1302 can be configured to rotate the child restraint system 1300 counterclockwise. The rotational displacement of the child restraint system 1300 by the airbag 1360 depends on the shape, size, and placement of the deployed airbag 1360 relative to the child restraint system 1300 and to the adjacent support surface.

A child restraint system 1400 is depicted in FIG. 70. The child restraint system 1400 includes a base 1402 and a seat 1404 releasably attached to the base 1402. The seat 1404 is in a rearward-facing orientation in FIG. 70. The base 1402 is similar in many respects to the base 402 (FIGS. 47 and 48), and can be secured to the seat 202 in the vehicle by an engaged belt, as further described herein. In other instances, the seat 1404 can be fastened in a vehicle without the base 1402. For example, a vehicle belt can engage the seat 1404 to hold the seat relative to the vehicle. The base 1402 can include a motor-driven leveling foot similar in many respects to the foot 424 (FIGS. 47 and 48).

The child restraint system 1400 further includes an airbag 1460, which can be deployed from a pocket or cavity in the base 1402, as shown in FIG. 70. The airbag 1460 comprises a wedge-shaped foot that is configured to lift a portion of the base 1402 away from the vehicle seat 202. The airbag 1460 is deployed from a pocket near the front of the base 1402, and is configured to tilt the child restraint system 1400 toward the vehicle seat back and the rear of the vehicle. In other instances, an airbag can be deployed from near the front of the base 1402, from the seat 1404, and/or can be configured to tilt the child restraint system 1400 away from the vehicle seat back and/or the rear of the vehicle. As depicted in FIG. 70, the child restraint system 1400 is rotated clockwise when the airbag 1460 is deployed. In other instances, the deployment of an airbag from the base 1402 can be configured to rotate the child restraint system 1400 counterclockwise. The rotational displacement of the child restraint system 1400 by the airbag 1460 depends on the shape, size, and placement of the deployed airbag 1460 relative to the child restraint system 1400 and to the adjacent support surface.

A child restraint system 1500 is depicted in FIG. 71. The child restraint system 1500 is similar in many respects to the child restraint system 100 (see, e.g., FIGS. 1-3). For example, the child restraint system 1500 includes a base 1502 and a seat 1504 releasably attached to the base 1502. The seat 1504 is in a forward-facing orientation in FIG. 71. The base 1502 can be secured to the seat 202 in the vehicle by an engaged belt, as further described herein.

The child restraint system 1500 further includes an airbag 1560, which can be deployed from a pocket or cavity in the seat 1504, as shown in FIG. 71. The airbag 1560 comprises a wedge-shaped foot that is configured to tilt a portion of the seat 1504 away from the vehicle seat 202. The airbag 1560 is deployed from a pocket along the back support of the seat 1504, and is configured to tilt the child restraint system 1500 away the vehicle seat back and toward the front of the vehicle. In other instances, an airbag can be deployed from near the base 1504 and/or can be configured to tilt the child restraint system 1300 toward the vehicle seat back and/or the rear of the vehicle. As depicted in FIG. 71, the child restraint system 1500 is rotated clockwise when the airbag 1560 is deployed. In other instances, the deployment of an airbag from the seat 1504 can be configured to rotate the child restraint system 1500 counterclockwise. The rotational displacement of the child restraint system 1500 by the airbag 1560 depends on the shape, size, and placement of the deployed airbag 1560 relative to the child restraint system 1500 and the adjacent support surface.

The child restraint systems 1300, 1400 and 1500 include a single airbag 1360, 1460, and 1560, respectively, for adjusting the position of the system in the vehicle. In such instances, the airbags 1360, 1460, and 1560 are leveling airbags. In various instances, the child restraint systems 1300, 1400, and/or 1500 can include one or more leveling airbags. The leveling airbags can be stored in the seats and/or the bases of the child restraint systems 1300, 1400, and/or 1500. The reader will appreciate that the size, shape, and placement of the airbags can be selected to control the adjusted position of the child restraint system.

Deployment of leveling airbags is configured to move the seats of the child restraint systems toward an optimal incline in advance of the detected accident. For example, in various instances, the actuators can move the seats towards an upright position relative to the anticipated direction of the impact. In other instances, the actuators can move the seats to a more reclined position. In various instances, the leveling airbags in the child restraint systems 1300, 1400, and/or 1500 can be selectively deployable by a control circuit, such as the control circuit 18 (FIG. 49) based on input from the accident sensor system 10 (FIGS. 49 and 50). For example, deployment of the leveling airbag(s) can depend on the age, weight and/or size of the child positioned in the seat, the position of the child restraint system in the vehicle, and/or the anticipated severity and/or direction of the accident.

Referring to FIG. 72, a child restraint system 1600 is depicted. The child restraint system 1600 is similar in many respects to the child restraint system 100 (see, e.g., FIGS. 1-3). For example, the child restraint system 1600 includes a base 1602 and a seat 1604 that is releasably attached to the base 1602. The base 1602 can be secured to a seat in a vehicle, such as the vehicle 14 (FIG. 49), by an engaged belt system. Various belt systems and tensioning mechanisms therefor are further described herein.

The child restraint system 1600 further includes a mechanical actuator 1660, which is configured to generate a mechanical output or displacement to adjust the angle of the child restraint system 1600 relative to the vehicle. In such instances, the actuator 1660 can be a leveling actuator, for example. The actuator 1660 includes an extendable foot 1662, which is moveable between an unactuated position and an actuated position. The actuated position is depicted in FIG. 72. In various instances, the extendable foot 1662 can be supported by at least one piston 1664, which protrudes from the base 1602 to extend the foot 1662. The foot 1662 can be housed within and/or against the base 1602 prior to deployment. The foot 1662 comprises an L-shaped or corner bracket, which can be configured to fit securely in the corner of a vehicle seat between the seat bottom and the seat back, for example.

A child restraint system 1700 is depicted in FIG. 73. The child restraint system 1700 includes a base 1702 and a seat 1704 releasably attached to the base 1702. The seat 1704 is in a rearward-facing orientation in FIG. 73. The base 1702 is similar in many respects to the base 402 (FIGS. 47 and 48), and can be secured to the seat 202 by an engaged belt system. Various belt systems and tensioning mechanisms therefor are further described herein. The base 1702 can include a motor-driven leveling foot similar in many respects to the foot 424 (FIGS. 47 and 48).

The child restraint system 1700 includes a mechanical actuator 1760, which is configured to generate a mechanical output or displacement to adjust the angle of the system 1700 relative to the vehicle. In such instances, the actuator 1760 can be a leveling actuator, for example. The actuator 1760 includes an extendable foot 1762, which is moveable between an unactuated position and an actuated position. The actuated position is depicted in FIG. 73. The extendable foot 1762 can be supported by at least one piston 1764, which protrudes from the base 1702 to extend the foot 1762. The foot 1762 can be housed within and/or against the base 1702 prior to deployment. The foot 1762 comprises a wedge, which is configured to fit securely against the bottom of the vehicle seat, for example. In certain instances, the foot 1762 can pivotably extend from the base 1702. For example, an end of the foot 1762 can be connected to the base 1702 by a hinge and the foot 1762 can pivot about the hinge when the pistons 1764 are extended.

A child restraint system 1800 is depicted in FIG. 74. The child restraint system 1800 is similar in many respects to the child restraint system 100 (see, e.g., FIGS. 1-3). For example, the child restraint system 1800 includes a base 1802 and a seat 1804 that is releasably attached to the base 1802. The base 1802 can be secured to a seat in a vehicle, such as the vehicle 14 (FIG. 49), by an engaged belt system. Various belt systems and tensioning mechanisms therefor are further described herein.

The child restraint system 1800 further includes a mechanical actuator 1860, which is configured to generate a mechanical output or displacement to adjust the angle of the system 1800 relative to the vehicle. In such instances, the actuator 1860 can be a leveling actuator, for example. The actuator 1860 includes an extendable arm 1862, which is moveable between an unactuated position and an actuated position. The actuated position is depicted in FIG. 74. The extendable arm 1862 can be supported by at least one piston 1864, which protrudes from the seat 1804 to extend the arm 1862. The piston 1864 includes a plurality of telescoping portions, which are collapsible relative to each other and/or relative to the seat 1804. The arm 1862 can be housed within and/or against the seat 1804 prior to deployment. The arm 1862 comprises a plate, which can be configured to fit securely against the back support of the vehicle seat, for example.

The mechanical actuators 1660, 1760, and 1860 are configured to effect adjustments within the reaction time window of an accident. For example, the actuators 1660, 1760, and/or 1860 can include a pyrotechnic actuator, which is configured to generate a small explosive charge to extend the pistons 1664, 1764, and/or 1864, respectively. The explosive charge generated by the actuators can be initiated by a contained electronic spark, for example, based on command(s) from a control circuit, such as the control circuit 18 (FIG. 49). Various chemical reactions and/or compressed gases can be utilized to generate the mechanical output for the actuators 1660, 1760, and/or 1860. In still other instances, mechanical energy for the actuators 1660, 1760, and/or 1860 can be stored in an energy storage device, such as a wound-up spring, for example. Additionally or alternatively, a solenoid can be an initiator for the actuators 1660, 1760, and/or 1860. For example, the actuators 1660, 1760, and/or 1860 can include an electromechanical solenoid, which can be in communication with the control circuit 18. In such instances, the control circuit 18 can operably initiate the solenoid, which is configured to extend the pistons 1664, 1764, and/or 1864 to adjust the angle of the child restraint system in the vehicle.

The child restraint systems 1600, 1700 and 1800 each include a single leveling actuator for adjusting the position of the system in the vehicle. In other instances, the child restraint systems 1600, 1700, and/or 1800 can include more than one leveling actuator. The actuators can be stored in and/or against the seats and/or the bases of the child restraint systems 1600, 1700, and/or 1800. The reader will appreciate that the size, shape, and placement of the actuators can be selected to control the adjusted position of the child restraint systems. Deployment of the leveling actuators is configured to move the seats of the child restraint systems toward an optimal incline for the accident. For example, in various instances, the actuators can move the seats of the child restraint systems towards an upright position relative to the anticipated direction of the impact. In other instances, the actuators can move the seats to a more reclined position. The leveling actuators in the child restraint systems 1600, 1700, and/or 1800 can be selectively deployable by a control circuit, such as the control circuit 18, for example. The deployment of the leveling actuator(s) can depend on the age, weight and/or size of the child positioned in the seat, the position of the child restraint system in the vehicle, and/or the anticipated severity and/or direction of the accident.

In various instances, the degree of actuation of a leveling and/or tensioning actuator in a child restraint system can depend on a input from the accident sensor system. For example, an airbag can be partially inflated in certain instances and can be fully inflated in other instances. Additionally, a mechanical actuator can be deployable to different degrees. Referring again to FIG. 74, the actuator 1860 includes a plurality of telescoping pistons 1864 that support the extendable arm 1862. A series of contained electrical explosions can be configured to progressively extend the pistons 1864 from a collapsed position until the desired amount of displacement has been achieved.

The various actuators described herein can be implemented within the reaction time window by one or more pyrotechnic devices, for example. In other instances, at least one actuator described herein can be implemented after the reaction time window. The pyrotechnic devices can be an electric match or initiator, for example, which is configured to ignite a combustible material contained within the actuator. For example, an electric match can include an electrical conductor that is surrounded by the combustible material. A current pulse to the conductor can be configured to ignite the combustible material. For example, an electric match can be activated by a current pulse between one to three amperes in less than two milliseconds. In other instances, a current pulse of less than 1 ampere or more than 3 amperes can be required. The current is configured to heat the conductor, which ignites the combustible material and initiates a gas generator. In certain instances, the gas can be configured to drive a piston. In other instances, the gas can be configured to ignite a solid propellant that expands rapidly within an inflatable cushion or bag, for example. The inflatable cushion bumper can expand quickly and can include release apertures that subsequently release the air in a suitable and controlled manner.

The various actuators disclosed herein can be actuated by an initiator, such as the pyrotechnic device described above. An initiator can utilize one or more chemical reactions and/or compressed gases to actuate the actuators. In certain instances, an initiator can include a solenoid and/or a wound-up spring, which can generate a mechanical output.

In certain instances, one or more of the motor-driven systems in the child restraint system can be adjusted based on input from an accident sensor system, such as the accident sensor system 10 (FIGS. 49 and 50). For example, the motor-driven belt tensioner 130 and/or the motor-driven leveler 160 in the child restraint system 100 (see, e.g., FIGS. 1-5) and/or the motor-driven foot 424 (FIGS. 47 and 48) can be controlled by the control circuit 318 (FIG. 41) within the reaction time window. With respect to the motor-driven belt tensioner 130, for example, it can be controlled by the control circuit 318 to further tension the engaged belt system by a preset amount and/or until a preselected tension is detected by one or more tension sensors 346 (FIG. 41). The preset amount and/or preselected tension can depend on the anticipated severity and/or direction of the impending accident, as well as the detected weight and/or size of the child and/or orientation of the child restraint system 100 in the vehicle, for example. Similarly, the motor-driven leveler 160 can adjust the incline angle of the seat 104 relative to the base 102 within the reaction time window. In certain instances, it can be desirable to shift the seat 104 toward a more upright configuration prior to an accident. In other instances, it can be desirable to tilt the seat 104 toward a more reclined configuration prior to an accident. The motor-driven leveling foot 424 can also be configured to adjust the incline angle of the child restraint system 400 within the reaction time window. The reaction time window may only permit minor adjustments by the motor-driven tensioner 130, the leveler 160, and/or leveling foot 424. However, in certain instances, fine-tuned adjustments to the belt tensioner 130, the leveler 160, and/or the leveling foot 424 may improve the safety of the child restraint system.

Referring again to FIGS. 49 and 50, the processor 66 of the accident sensor system 10 and/or the processor 20 of the CRS 12 can be programmed not only to detect imminent dangerous conditions, but also to detect from the sensor data actual impact or a collision involving the vehicle 14, due to the sudden changes in speed, acceleration and position of the vehicle 14 when involved in an a collision. The processor 66 of the accident sensor system 10 and/or the processor 20 of the CRS 12 is programmed to detect these changes in the operating parameters of the vehicle that are indicative of a collision.

To that end, another reaction that could be implemented by the CRS 12, and/or the various child restraint systems disclosed herein, is to transmit data from the CRS 12 to various places following a detected collision. For example, the wireless communication circuit 30 of the CRS 12 (see FIG. 49) could also comprise a network interface circuit that allows the CRS 12 to connect to a cellular telephone network, such as a 3G or 4G cellular telephone network, for example. When an imminent collision is detected and/or reported to the CRS 12 by the accident sensor system 10, the CRS 12 can capture and store in one of it memory units 22 the data it receives from the accident sensor system 10 and/or its own sensors. For example, in the moments before impact (after the imminent crash is detected), up through the time of impact, and for several seconds thereafter (“the data collection time period”), the CRS memory 22 can store the readings from the accelerometer, gyroscope and IMU systems, which can include time series data about the orientation/direction of the vehicle 14, its speed, and/or its acceleration before, during, and after the collision. To the extent available, the CRS memory 22 can also store time series data for the data collection time period about the positions of the brake and acceleration pedals from the brake and acceleration pedal position sensors 62, 64 before, during, and after the collision. Still further, to the extent available from the object-sensing sensor systems 50, 52, 54, the CRS memory 22 can store data about the position, speed, and acceleration of the object with which the vehicle 14 collided.

Referring to FIG. 75, after the collision (and following the data collection time period), the CRS's processor 20 can connect to a cellular telephone network 80 in order to transmit the captured data to one or more remote network servers 82 via the cellular telephone network 80 and the Internet 84. The CRS memory 22 may store the IP address for each remote network server 22 that it is to transmit data to and what types of data that remote network server 82 is to receive. The remote network server 82 may be for an emergency rescue service to trigger an appropriate medical or emergency response, a manufacturer or development team for the CRS 12, or any other desired remote network server 82. The remote servers 82 may receive from the CRS 12 all of the captured data over the data collection time period, some of that data, or indicators determined from the data by the CRS processor 20. For example, the CRS 12 might merely transmit to an emergency response service GPS coordinate data for the vehicle, as well as data about the time and intensity of the collision. In addition, the memory 22 may also store a sequential order for sending the data to the various remote servers 82 (e.g., emergency response first) so as to not overburden the bandwidth of the network 80.

In various embodiments, the data collection time period lasts many seconds after the collision is detected (the “post-collision waiting period”). This is because the vehicle 14 could be involved in several successive collisions, and the CRS 12 preferably captures data for all of them. So in various embodiments, the CRS 12 collects data for many seconds following the last detected collision, and the post-collision waiting period timer is reset for a collision that is detected in a post-collision waiting period. The waiting period could be 10, 30, 60, or 120 seconds, for example, or some other suitable time period.

In addition, in response to a collision, the CRS 12 could also place a telephone call via the cellular phone network 80 to one or more phone devices 84 that are linked to the CRS 12. For example, one or more telephone numbers could be stored in the CRS memory 22, and when a collision is detected an automated call may be placed and/or a text message may be sent to each stored telephone number. The automated call or text message may include, for example, the location of the vehicle and that is was involved in a collision. In various embodiments, such a call can also be placed to emergency services, such as 911.

In addition, some vehicles are equipped with call-making capabilities. OnStar from General Motors is an example of one such service. Instead of or in addition to the CRS 12 placing calls and/or sending text messages, the CRS 12 could be connected to the vehicle's on-board cellular network communication system 86 in order to place calls and/or send text messages via the vehicle's on-board communication system 86. In such circumstances, the CRS 12 could transmit to the vehicle's on-board communication system 86 the telephone numbers to be contacted, the type of communication (e.g., voice or text), and the content of the messages. The calls/texts could then be placed from the vehicle's communication system 86.

Because CRSs are not used exclusively in vehicles, the CRS 12 preferably has an operating mode that disables the reaction features. This “deactivated” mode can still permit automated adjustment of the incline angle, tensioning of an engaged belt system, and/or tightening of the harness when occupied by a child, but will not implement the reaction means when conditions suggestive of a collision are detected. Such a “deactivated” mode may be useful on an airplane where the CRS 12 is used for s child on the plane. That way, in the “deactivated” mode, the CRS 12 will not take reactions in response to plane turbulence in the cabin of the plane, for example. The user interface 24 of the CRS 12 may allow the user of the CRS 12 (e.g., a caregiver for the occupant child) to switch to the “deactivated” mode. The caregiver may also be able to switch to the “deactivated” mode from a mobile device (e.g., smartphone) that has a mobile app that is linked to the CRS 12 (such as by a Bluetooth connection) and that permits remote control of the CRS 12. The “deactivated” mode could be used in other situations besides airplanes.

In some circumstances, a CRS should not be used after it was involved in a sufficiently impactful collision. Accordingly, in various embodiments, following a collision above a threshold severity/impact, the CRS 12 can store in its memory 22 a flag that the CRS 12 was involved in a sufficiently impactful collision (e.g., above the threshold). As such, the next time the CRS 12 is turned on (e.g., by a user via the user interface 24 or automatically by activation of a sensor, such as weight sensor) following a sufficiently impactful collision, the processor 20 of the CRS 12 can execute a routine to check the prior collision flag in the memory 22. If the prior collision flag is set, indicating a prior collision, the CRS 12 can issue one or more warnings. For example, its user interface 24 can display a visual warning and/or a speaker of the CRS 12 can play a warning sound. Additionally or alternatively, where there is a linked mobile app for the CRS 12 as described above, the CRS 12 can transmit a message to the linked mobile computing device/app such that, upon receipt of the message, the mobile computing device/app warns the user thereof that the CRS 12 was involved in the prior collision. The warning on the mobile computing device can be audible and/or visual. Still further, for a CRS 12 that has a cellular phone network wireless circuit 30, the CRS 12 can place a call and/or send a text message to each phone number stored in the memory 22 that is specified to receiving such calls or texts involving attempted reuse of a CRS that was involved in a prior accident.

EXAMPLES Example 1

A child restraint system for use on a vehicle seat of a motor vehicle comprises a child seat, a control circuit in communication with an accident sensor system, and an actuator in communication with the control circuit. The control circuit comprises a programmable processor. The actuator comprises an initiator. The control circuit is configured to actuate the actuator when the accident sensor system detects a potentially imminent accident involving the motor vehicle.

Example 2

The child restraint system of Example 1, wherein the initiator comprises a pyrotechnic initiator in communication with the control circuit, and wherein the control circuit is configured to initiate the pyrotechnic initiator to actuate the actuator when the accident sensor system detects a potentially imminent accident involving the motor vehicle.

Example 3

The child restraint system of Examples 1 or 2, wherein the actuator comprises a leveling actuator for adjusting a level of the seat.

Example 4

The child restraint system of Examples 1, 2, or 3, wherein the actuator comprises a tensioning actuator for adjusting a tension of at least one strap of the seat.

Example 5

The child restraint system of Examples 1, 2, 3, or 4, further comprising a sensor for detecting a condition of the child restraint system, wherein the sensor is in communication with the control circuit, and wherein the control circuit is configured to initiate the actuator when the condition has been detected by the sensor and the accident sensor system detects the potentially imminent accident.

Example 6

The child restraint system of Examples 1, 2, 3, 4, or 5, wherein the actuator comprises an inflatable airbag.

Example 7

The child restraint system of Example 6, wherein the seat comprises a restraint harness, and wherein the restraint harness comprises the inflatable airbag.

Example 8

The child restraint system of Examples 6 or 7, wherein the inflatable airbag is deployable outward away from the seat.

Example 9

The child restraint system of Examples 6, 7, or 8, wherein the inflatable airbag is housed in a pocket in the child restraint system, and wherein the inflatable airbag is deployable from the pocket into abutting engagement with an adjacent surface.

Example 10

The child restraint system of Examples 6, 7, 8, or 9, wherein the inflatable airbag is deployable inward toward a child positioned in the seat.

Example 11

The child restraint system of Examples 6, 7, 8, 9, or 10, further comprising a strap, wherein the inflatable airbag is directed toward the strap.

Example 12

The child restraint system of Examples 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, or 11, wherein the actuator comprises a movable piston.

Example 13

The child restraint system of Examples 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, or 12, wherein the child restraint system comprises the accident sensor system.

Example 14

A child restraint system for use on a vehicle seat of a motor vehicle comprises a seat dimensioned to receive a child, a control circuit in communication with an accident sensor system, and reaction means for implementing a safety measure based on input to the control circuit from the accident sensor system when the accident sensor system detects an anticipated accident involving the vehicle. The control circuit comprises a programmable processor. The reaction means is in communication with the control circuit.

Example 15

The child restraint system of Example 14, wherein the reaction means comprises pyrotechnic means for initiating an actuator in the child restraint system.

Example 16

The child restraint system of Examples 14 or 15, wherein the accident sensor system is configured to detect a condition of the anticipated accident, and wherein the reaction means comprises means for determining whether to implement the safety feature based on the condition of the anticipated accident.

Example 17

The child restraint system of Examples 14, 15, or 16, further comprising a base, wherein the seat is releasably attachable to the base.

Example 18

A system comprising an accident sensor system for detecting an anticipated collision involving a motor vehicle. The system also comprises a child restraint system to be placed on a vehicle seat of the motor vehicle. The child restraint system comprises a seat dimensioned to receive a child, an actuator, and a control circuit that comprises a programmable processor that is programmed to control the actuator based on input from the accident sensor system.

Example 19

The system of Example 18, wherein the actuator is configured to implement a safety feature in a reaction time window of the accident sensor system.

Example 20

The system of Examples 18 and 19, wherein the actuator comprises an airbag.

The various features disclosed herein can be incorporated into a variety of different child restraint systems. For example, various features herein are suitable for rearward-facing infant carriers, forward-facing infant carriers, forward-facing convertible child seats, rearward-facing convertible child seats, combination seats, and booster seats. Various child restraint systems are disclosed in the following commonly-owned U.S. patent applications, which are incorporated by reference herein in their respective entireties:

- U.S. patent application Ser. No. 14/995,961, filed Jan. 14, 2016, entitled CHILD RESTRAINT SYSTEM;
- U.S. patent application Ser. No. 14/884,933, filed Oct. 16, 2015, entitled CHILD RESTRAINT SYSTEM WITH USER INTERFACE, now U.S. Patent Application Publication. No. 2016/0031343;
- U.S. patent application Ser. No. 14/718,735, filed May 21, 2015, entitled CHILD RESTRAINT SYSTEM WITH AUTOMATED INSTALLATION, now U.S. Patent Application Publication. No. 2015/0336480; and
- U.S. patent application Ser. No. 14/514,280, filed Oct. 14, 2014, entitled CHILD RESTRAINT SYSTEM WITH USER INTERFACE, now U.S. Patent Application Publication. No. 2015/0091348.

Numerous specific details are set forth to provide a thorough understanding of the overall structure, function, manufacture, and use of the embodiments as described in the specification and illustrated in the accompanying drawings. Well-known operations, components, and elements have not been described in detail so as not to obscure the embodiments described in the specification. The reader will understand that the embodiments described and illustrated herein are non-limiting examples, and thus it can be appreciated that the specific structural and functional details disclosed herein may be representative and illustrative. Variations and changes thereto may be made without departing from the scope of the claims.

The terms “comprise” (and any form of comprise, such as “comprises” and “comprising”), “have” (and any form of have, such as “has” and “having”), “include” (and any form of include, such as “includes” and “including”) and “contain” (and any form of contain, such as “contains” and “containing”) are open-ended linking verbs. As a result, a system, device, or apparatus that “comprises,” “has,” “includes,” or “contains” one or more elements possesses those one or more elements, but is not limited to possessing only those one or more elements. Likewise, an element of a system, device, or apparatus that “comprises,” “has,” “includes,” or “contains” one or more elements possesses those one or more elements, but is not limited to possessing only those one or more elements.

For convenience and clarity, spatial terms such as “vertical,” “horizontal,” “up,” and “down,” for example, may be used herein with respect to the drawings. However, various devices disclosed herein can be used in different orientations and positions, and these spatial terms are not intended to be limiting and/or absolute.

Some aspects of the present disclosure may be described using the expression “coupled” along with its derivatives. In an example, some aspects may be described using the term “coupled” to indicate that two or more elements are in direct physical or electrical contact. The term “coupled,” however, also may mean that two or more elements are not in direct contact with each other, but yet still co-operate or interact with each other.

As used herein, an electrical or electronic circuit may refer to a composition of individual electronic components, such as resistors, transistors, capacitors, inductors and diodes, connected by conductive wires or traces through which electric current can flow. Further, as used herein, circuits or circuit devices may refer to, but are not limited to, electrical circuitry having one or more discrete electrical components, integrated circuits, and/or application specific integrated circuits (ASICs), etc. or configuration thereof to perform the indicated function.

Although the various embodiments of the devices have been described herein in connection with certain disclosed embodiments, many modifications and variations to those embodiments may be implemented. Also, where materials are disclosed for certain components, in certain instances, other materials may be used. Furthermore, according to various embodiments, a single component may be replaced by multiple components, and multiple components may be replaced by a single component, to perform a given function or functions. In addition, features disclosed in connection with one embodiment may be employed with other embodiments disclosed herein. The foregoing description and following claims are intended to cover all such modification and variations.

While this invention has been described as having exemplary designs, the present invention may be further modified within the spirit and scope of the disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles.

Any patent, publication, or other disclosure material, in whole or in part, that is said to be incorporated by reference herein is incorporated herein only to the extent that the incorporated materials do not conflict with existing definitions, statements, or other disclosure material set forth in the disclosure. As such, and to the extent necessary, the disclosure as explicitly set forth herein supersedes any conflicting material incorporated herein by reference. Any material, or portion thereof, that is said to be incorporated by reference herein, but which conflicts with existing definitions, statements, or other disclosure material set forth herein will only be incorporated to the extent that no conflict arises between that incorporated material and the existing disclosure material.

Claims

1. A child restraint system for use on a vehicle seat of a motor vehicle, the child restraint system comprising:

a child seat;

a control circuit in communication with an accident sensor system, wherein the control circuit comprises a programmable processor; and

an actuator in communication with the control circuit, wherein the actuator comprises an initiator, and wherein the control circuit is configured to actuate the actuator when the accident sensor system detects a potentially imminent accident involving the motor vehicle.

2. The child restraint system of claim 1, wherein the initiator comprises a pyrotechnic initiator in communication with the control circuit, and wherein the control circuit is configured to initiate the pyrotechnic initiator to actuate the actuator when the accident sensor system detects a potentially imminent accident involving the motor vehicle.

3. The child restraint system of claim 1, wherein the actuator comprises a leveling actuator for adjusting a level of the seat.

4. The child restraint system of claim 1, wherein the actuator comprises a tensioning actuator for adjusting a tension of at least one strap of the seat.

5. The child restraint system of claim 1, further comprising a sensor for detecting a condition of the child restraint system, wherein the sensor is in communication with the control circuit, and wherein the control circuit is configured to initiate the actuator when the condition has been detected by the sensor and the accident sensor system detects the potentially imminent accident.

6. The child restraint system of claim 1, wherein the actuator comprises an inflatable airbag.

7. The child restraint system of claim 6, wherein the seat comprises a restraint harness, and wherein the restraint harness comprises the inflatable airbag.

8. The child restraint system of claim 6, wherein the inflatable airbag is deployable outward away from the seat.

9. The child restraint system of claim 8, wherein the inflatable airbag is housed in a pocket in the child restraint system, and wherein the inflatable airbag is deployable from the pocket into abutting engagement with an adjacent surface.

10. The child restraint system of claim 6, wherein the inflatable airbag is deployable inward toward a child positioned in the seat.

11. The child restraint system of claim 6, further comprising a strap, wherein the inflatable airbag is directed toward the strap.

12. The child restraint system of claim 1, wherein the actuator comprises a movable piston.

13. The child restraint system of claim 1, wherein the child restraint system comprises the accident sensor system.

14. A child restraint system for use on a vehicle seat of a motor vehicle, the child restraint system comprising:

a seat dimensioned to receive a child;

a control circuit in communication with an accident sensor system, wherein the control circuit comprises a programmable processor; and

reaction means for implementing a safety measure based on input to the control circuit from the accident sensor system when the accident sensor system detects an anticipated accident involving the vehicle, and wherein the reaction means is in communication with the control circuit.

15. The child restraint system of claim 14, wherein the reaction means comprises pyrotechnic means for initiating an actuator in the child restraint system.

16. The child restraint system of claim 14, wherein the accident sensor system is configured to detect a condition of the anticipated accident, and wherein the reaction means comprises means for determining whether to implement the safety feature based on the condition of the anticipated accident.

17. The child restraint system of claim 14, further comprising a base, wherein the seat is releasably attachable to the base.

18. A system, comprising:

an accident sensor system for detecting an anticipated collision involving a motor vehicle; and

a child restraint system to be placed on a vehicle seat of the motor vehicle, wherein the child restraint system comprises: a seat dimensioned to receive a child; an actuator; and a control circuit that comprises a programmable processor that is programmed to control the actuator based on input from the accident sensor system.

19. The system of claim 18, wherein the actuator is configured to implement a safety feature in a reaction time window of the accident sensor system.

20. The system of claim 18, wherein the actuator comprises an airbag.