JP5859312B2 - Vehicle passenger support - Google Patents

Description

  This application relates to vehicle occupant supports.

  This application includes US61 / 206,205, US61 / 298,445, US61 / 211,191, US61 / 214,672, US61 / 215,559, US61 / 270,808, US61 / 276,298, PCT / US2008 / Claims priority of 005810, PCT / US2009 / 00342, US11 / 185,784, and US11 / 639,088, the entire texts of which are incorporated by reference.

  The present invention aims to solve the problems of the prior art.

  The present invention provides a novel structure and passenger transport paradigm for accommodating passengers in a vehicle, with special attention paid to safety and usability, and provides new functionality for usability To do.

FIG. 1-1 shows a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side-mounted leg rests. FIG. 1-2 shows a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. 1-3 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted legrests. 1-4 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has a side-mounted legrest. FIGS. 1-5 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. FIGS. 1-6 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. FIGS. 1-7 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. FIGS. 1-8 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. FIGS. 1-9 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. FIGS. 1-10 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. FIGS. 1-11 show a variation of the embodiment disclosed in the Air Sleeper invention as in any of the documents disclosed herein by reference, which has side mounted leg rests. FIGS. 1-12 show a workmate embodiment. FIGS. 1-13 illustrate an enhanced impact strip for a child seat support as disclosed in the PCT application filed Jan. 21, 2009. This modified structure reduces distortion of the seat attached to the inner shell and the outer frame of the shell. FIGS. 1-14 illustrate another version of a previously disclosed shock strip. In addition, it has an extension to the upper edge of the seat for further support. FIG. 1-15 shows the variation of FIG. 1-13 where the edge of the curved portion has been modified to change the twist and bending parameters of the impact strip. Figures 1-16 illustrate a workmate embodiment. FIGS. 2-1 to 2-10 show other forms of bungee slings made up of concentric spring dampers, this type of bungee slings being used for child seat physical size and / or child seat in frontal impact. Depending on the parameters associated with the characteristics of the pulse at the mounting location, it may have a variable resistance "dialed in" with the dial handle by engaging different numbers of spring dampers as required. The latter can vary depending on the car's crample zone and other factors. The drawing shows three concentric spring dampers. However, there is no limit to the number other than the space for installation. If more spring dampers are used, there are more options for adjusting the configuration for different load characteristics. Each of the spring dampers may have a single helix as in a coil spring, but for greater stability of the end ring and connection point to the extending spring damper coil, it has a double helix and even multiple helixes. Can do. The taper of the spring damper reduces the possibility of slight lateral movement affecting the distraction of the inner coil relative to the outer coil, which is not distracted (and not selected). The dial handle is attached to the locking ring, which slides on the support ring (in this embodiment is engaged with the rear flange to the retaining ring), thereby using the locking flange Engages with one or more spring damper flanges, and the spring damper flange is designed to have an arc length that includes the lower portion of the locking flange at the dial point where retention and engagement of the spring damper is desired. The Thus, some of the flanges of the spring damper are arcs longer than the others, and they are designed to allow some spring dampers to move freely when others are engaged by the locking flange. The FIG. 2-1 shows three orthogonal drawings. FIG. 2-2 shows an exploded view. The monotonically decreasing arc length of the spring damper is designed to allow the locking flange to lock one, two, or all three flanges. FIG. 2-3 shows a cross section of a double helical structure with three spring dampers. It also shows the retention of the locking ring using a support ring and a nested spring damper attached thereto. The support ring can be manufactured in two parts and then they can be assembled on the locking ring. If an inner rear flange is used between the locking ring and the support ring as shown, the retaining portion on the inner flange of the locking ring is riveted with the remaining body of the support flange. Can be a separate part. Of course, this can be done for the retaining portions of the outer and inner rear flanges that push down the locking ring. 2-4 show an isometric view of a resistor bulge sling configuration with a dial. 2-5 shows a double helical structure of a single spring damper element. FIG. 2-5A shows a double helical structure of a single spring damper element. 2-6 shows a single spiral structure of a single spring damper element. 2-7 show a quadruple spiral structure of a spring damper for a single spring damper element. The figure also shows two pairs of flanges. Multiple pairs of flanges can be used, but must correspond to the flanges of the locking flange. Figure 2-8 shows a dial resistor attached to the safety cage or outer shell using a support ring on the inside and a support ring on the back (slidably engaged or fixed laterally for forward impact) Fig. 4 illustrates an embodiment of a bange sling configuration. In some embodiments, the outer end can also be attached directly to the seat support structure. 2-9 show an exploded view of parts of the assembly. In this case, using an inner shell with impact strips attached to the bungee configuration, the bungee configuration is then attached to the outer shell or safety cage. 2-10 shows details of one possible embodiment of a releasably attached bungee slot that is attached to a bungee pin that is rigidly attached to the spring damper (the bulge slot is disassembled for clarity). . In the normal position, the bunge pin is located inside the bunge slot, not inside the recess. When the rear of the inner seat shell (attached to the bungee slot) moves laterally, for example in a side impact, the pin slides out of the slot. However, in the case of a forward collision, the pin stays in the slot and can be embedded in the recess for further stability. Some embodiments have pin head springs loaded away from the recesses to minimize the possibility that the slot will prevent lateral movement of the pin during vibrations or the like that may cause the pin to move slightly. Can do. Figures 2-11 to 2-14 show impact strips in some embodiments of the child seat. The lower flange is attached to the safety cage, outer shell, or frame. The inner contour of the strip hugs the inner shell and the side arms rotate around it. There are support points at both ends of the “T” that allow controlled sliding of these ends relative to the safety cage or outer shell. Embodiments may or may not have a bunge sling configuration. FIG. 2-11 shows a side collision state. FIG. 2-12 shows a forward collision condition with a looped forward edge. FIG. 2-13 illustrates a forward collision with a simple “hairpin” bend. Figure 2-14 shows another looped front end for a frontal collision. Figures 3-1 to 3-8 show different parts of a child support structure or child seat for a vehicle. These embodiments can be used as modules within an existing child seat base. FIG. 3-1 shows a side wing of a contoured headrest with a configuration for sliding the headrest up and down and a slot for the harness of the headrest. A bulge sling configuration (round shape) can also be seen between the inner and outer shells. FIG. 3-2 shows an exploded view, including a headrest and a flange of a harness support, and a dial control bunge sling. FIG. 3-3 shows details of various parts of the headrest and inner shell assembly, as annotated in the drawings. 3-4 show details of various parts of the headrest and inner shell assembly as annotated in the drawings. 3-5 show details of various parts of the headrest and inner shell assembly, as annotated in the drawings. 3-6 show details of various parts of the headrest and inner shell assembly as annotated in the drawings. 3-7 show details of various parts of the headrest and inner shell assembly as annotated in the drawings. 3-8 show details of various parts of the headrest and inner shell assembly as annotated in the drawings. FIG. 4-1 shows an embodiment of an air sleeper with an extended leg rest. This leg rest slides in a guide on the seat bottom with the leg rest (the seat bottom may not have a leg rest in some embodiments, and the extended leg rest is the seat bottom on the guide. Can slide in). FIG. 4-2 shows the seat bottom with a guide for the extended leg rest. It also shows a pin protruding from the extended leg rest through the seat bottom and a slot in the leg rest. This pin is configured to engage near the vertical slot within the fixed support structure of the air sleeper. The pin can slide up and down its slot. Moreover, the slot may have a variable slope that in some embodiments changes the horizontal movement of the pin as the vertical position of the seat bottom with the leg rest is changed. FIG. 5-1 shows a side wing of a contoured headrest comprising a configuration for sliding the headrest up and down and a slot for a harness on the headrest. A bungee sling configuration (round shape), also called a bungee device, can also be seen between the inner shell and the outer shell. Notably, there is a space between the inner shell and the outer shell. This space is used for different movements of the outer shell and the inner shell relative to the vehicle during a crash situation. FIG. 6A shows a headrest, and the headrest has a harness attachment portion similarly attached in this embodiment. This embodiment is allowed to slide up and down to fit a growing child. Shown in the drawings is an air cushion (see, eg, US Pat. No. 7,154,416, US Pat. No. 6,609,749), which in this embodiment is near the bottom. Are contoured to have their primary vents at the lower end of the. A secondary vent may be located on the air cushion. Placing the primary vent near the bottom evacuates the lower side of the air cushion due to the hydrodynamics following compression, and thus maintains more air or other fluid in the upper portion, thereby The head is calmed, ie the outside / top edge of the air cushion protrudes more than the center and bottom of the air cushion that is initially vented. FIG. 6-2 shows the air cushions for the headrests on their own. A primary vent is shown at the bottom of each cushion in this embodiment. In addition, there can be a venturi tube attached to a tapered portion of an air cushion (not shown) that can change the airflow characteristics during contraction. Fig. 6-3 shows an embodiment of an integrated headrest and shoulder guard that slides up and down on the CRS, thereby allowing the height of these elements to be adjusted as the child grows Can be. A harness attachment is also on the movable element. The shoulder guard can be brazed with other elements of the CRS on its side. If the CRS has a dynamic inner shell and a static or stationary outer shell, the headrest / shoulder braces the inner shell, thereby benefiting from the inner shell dynamics. The drawings show a sacrificial chamber / airbag (eg, US Pat. No. 7,154,416, US Pat. No. 6,609, which provides inflow to the air cushion when the shoulder compresses the sacrificial chamber or airbag. FIG. 7 shows an embodiment of an air cushion on a headrest (see only one air cushion is shown, but more air cushions can be added below the air cushion shown) Yes. This embodiment has an air conduit that passes through the head or top of the air cushion so that the area is full and exhausted through the bottom of the air cushion. Notably, such ducting brings more fluid to the top of the air cushion and calms the head. Moreover, there can be multiple sacrificial airbags each connected to one or more micro air cushions. Although multiple sacrificial airbags can be connected to each air cushion, such an embodiment may not be as common. One or both of the air cushion and the sacrificial airbag may be partially or completely filled with a porous material. FIG. 6-4 shows a sacrificial airbag on a single set of shoulder supports and a corresponding air cushion on the headrest. The position of the air duct can be clearly seen from this drawing. Notably, however, other embodiments may have an air duct connected to any part of the air cushion. 6-5 show another embodiment of a headrest / shoulder guard with an air cushion and a sacrificial airbag. Here again, the air duct reaches the top of the air cushion. Such an embodiment may have multiple air cushions supplied from the same sacrificial airbag. 6-6 shows the same air cushion / sacrificial airbag as in FIGS. 6-5. The air ducts reach the top of the air cushion and air cushion vent at their bottom. Of course, secondary vents can be anywhere on the air cushion to further control the exhaust of the micro air cushion. Figures 6-7 illustrate a method for the construction of an air cushion and / or a sacrificial airbag. The drawing shows an air cushion / airbag partially or completely filled with a porous material forming the shape. The air cushion / airbag is sandwiched between the layers forming the wall, and the forming die in the shape of the intervening space compresses the wall in the intervening space and itself with the resulting pressure or heat applied during compression Used to weld weldable wall materials together or treated with an adhesive that provides adhesion between the walls when compressed. Other related approaches simply sandwich a layer of porous material, which allows welding of the two wall layers to itself under welding conditions that can be heat and / or pressure. Have special properties. To provide this function, it can also be treated or applied with an adhesive. The advantage of this second approach is that the porous material does not have to be cut off before assembly. All molding information is in die form. It should be noted that the pair of dies are shaped in the shape of the headrest and / or shoulder guard so that the airbag / air cushion is easily inserted and secured to these members. Guarantee to take. Finally, for air ducts that may not require porous material, a tube can be inserted as the former to maintain the wall shape prior to compression. Such a tube (with a porous wall if possible) may also be used in the body of the airbag / air cushion to alter the directional fluid flow. 6-8 illustrate an embodiment of a lower or upper bin within the air sleeper assembly. For example, in such an assembly provided in PCT / US2009 / 00342, the bin may have a drawer. Such a drawer may need to be opened into a passage having limited space. Given that the bin can exceed 72 inches in length, access to the further end of the bin is difficult, with an opening to the passage that can be 20 inches wide. The drawings show an invention that solves this problem. There is a belt secured to the bottom of the drawer, which gives access to all objects placed in front of the belt even when the drawer is opened by less than 20 inches. Objects can be removed and the belt can be moved (manually or by an actuator), such as the next part of the belt is accessible until all objects are removed. Similarly, while loading the belt, the object is placed on the belt, the belt is moved to reveal the next part of the belt, and then the first set of objects on the belt is moved to the other end of the belt. The next part of the belt is filled, etc. until the drawer is filled. The drawer can then be closed. An alternative embodiment does not use a drawer, but simply uses a belt with a door at the end of the bin so that when the object is removed from the belt, all the objects on the back of the bin are removed until the object is removed. The belt can be moved, such as revealing an object further inside the upper bin. The reversal of the process also makes it possible to fill the bottle. In this case, manual or actuator movement of the belt is possible, and such an arrangement is fully disclosed in the background art. Typically, the lower bin is easier to load and unload with a drawer, whereas the upper bin does not require a drawer and simply requires an inner door and belt. Of course, in all cases, the belt is attached to the drawer in the first case and requires a support surface to be attached to the bottle in the second case, and can be a roller or (preferably Teflon or similar sliding material). Configured to have a sufficient sliding surface. The drawing does not show the rollers at both ends of the belt to maintain belt tension and position. Such rollers on such belts are fully disclosed in the background art. FIG. 6-9 shows the configuration in FIG. 6-9 in an exploded view. FIG. 6-10 shows a buckle that tensions the seat belt in the vehicle for mounting the CRS. The buckle has a pair of looped webbing portions that are inserted through the slot, and a pin is inserted into the loop. The pin is allowed to slide in the second slot but is locked to prevent the pin from retracting during use of the CRS. Such locking devices for pins are fully disclosed in the background art. The buckle (referred to as a belt box) has a portion that can slide on the side member of the CRS base side member (FIG. 11). For example, when the belt is tensioned as a result of a CRS inertial load under a forward collision, the body of the belt box moves forward and the pins are held back by the web ring portion. As a result, the pin slides as far back as possible into the second slot and the web ring is pressed against the roughened portion of the belt box, thus preventing belt slippage. The roughened surface portion is serrated to hold the webbing, or comprises a tip and an edge, but does not cut or damage it, thereby preventing its role in supporting tensile loads. Fig. 6-11 shows a belt box or buckle as in Fig. 6-10 attached to a CRS. Notably, the belt box can be rigidly attached to the side member of the CRS, or a cable or other that is located inside or adjacent to the side member and attached to the tension adjustment mechanism at the other end. Can be slidably attached to these side members with attachment portions to the tension support members. If the cable or other tension member is inside the CRS base side member, there is a slot in the side member to provide the necessary access to the belt box. Alternatively, the belt box may have a pin that passes through a slot on the surface of the side member that engages a cable or other tension member. The drawing shows the path of the belt around a pin in the belt box (in other embodiments it can be a slot specifically designed for this path). In order to keep the web ring wrap and shoulder together, a clamp may be used between the web ring wrap and shoulder. 6-12 show an apparatus that provides a combination of spring dampers with different compression characteristics. The illustrated embodiment has two parts, but the mechanism can easily be reproduced between multiple pairs of split plates to have multiple parts of a spring damper or honeycomb. FIGS. 6-12 show pins that allow the support arm to be pushed out when the end plate 2 crushes the honeycomb (in this case, a honeycomb is used and no spring damper is used). The honeycomb 1 is compressed until the support arm is pushed out. This honeycomb may be stiffer than the honeycomb 2 and therefore a device is required for this case. The support arms can slide out of the edges of the support plate or they can have rollers on bearings that facilitate movement on the edges while under compressive loading. If a roller is used, a small bump may be required to prevent the roller from being pushed out before the pin is released from the roller. The pivot axis of the support arm is disposed away from the compression path. Any friction on the pivot can control the movement of the support arm prior to pin engagement. There is a support surface of the support arm that engages the end plate 1. Fig. 6-13 shows the same configuration as Fig. 6-12 with the first honeycomb compressed and the pin just released from the support arm. The second honeycomb has an onset compression. FIGS. 6-14 show the compression of the fully compressed second honeycomb. FIGS. 7-1 to 7-8 illustrate a mechanism for attaching a headrest (which may include a support for a harness or a shoulder lateral support) to a shell that supports an occupant in the CRS. This mechanism has many embodiments. What is illustrated in the drawings has one or more pins that can be inserted into the slot at different height positions of the headrest, thereby allowing children of different heights to be Provide a locking mechanism for the headrest at these heights to fit. FIG. 7-1 shows the shell and headrest with a mechanism comprising a pin that engages a slot on the support shell, thereby locking the headset to the shell. FIG. 7-2 includes a pin that is disengaged from the slot on the shell to allow sliding movement of the headrest to a preferred position prior to release of the catch that re-engages the pin with the slot. The same drawing is shown. Both of these figures show a height control slider that retracts and re-engages the pin through attachment by a pivot link (other embodiments include a height control device). It can have other linkages attached to the pins). The height control slider is attached to a trigger or lever that can be raised relative to a handle attached to the headrest to raise the slider relative to the headrest, thereby releasing the pin from the slot. To maintain the locked position as a normal position, a slider can be attached to the spring. FIG. 7-3 shows either FIG. 7-1 or 7-2 from another view. FIG. 7-3 also illustrates an interleaved flange attached to the shell and attached to the headrest, which slides relative to each other and supports the headrest relative to the shell. FIG. 7-4 shows the portion of FIG. 7-3 with the shell removed. It shows a flange attached to a headrest behind a slotted flange attached to the shell, thereby supporting the headrest and allowing the flanges to slide relative to each other. Adjacent to the slotted flange attached to the shell on its inner edge is a mechanism with a pin that engages the slot on the flange. FIG. 7-6 shows the assembly of FIG. 7-4 with the flange attached to the headrest removed to reveal part of the mechanism for retracting the pin attached to the headrest. Notably, the flange attached to the headrest (removed in FIG. 7-6 relative to FIG. 7-1) is attached directly to the stationary part of the mechanism and to the headrest itself. Figures 7-7 and 7-8 show a mechanism for pin retraction. This mechanism is attached to the headrest, the trigger or lever is attached to the top of the slider, and the slider slides upward against the spring load when the trigger is depressed so that the pivoted link Can be operated with a handle attached to the headrest so that the link is pulled upwards, and thus the link pulls the pin into the body of the mechanism. FIG. 7-7 shows the pin in the retracted position with the trigger pulled and the slider raised against the spring load. FIGS. 7-8 show the same assembly in the normal position with the pin engaged or disengaged from the body of the housing. The mechanism housing is securely fastened to the headrest. Notably, a similar alternative mechanism may be attached to the shell with the slot positioned on the headrest flange. Figures 7-9 and 7-10 illustrate a mechanism for adaptation of extreme penetration into the space of the CRS during a side impact. The CRS in this figure shows the outer shell (including the inner shell that supports the child). The present invention is also applicable to a single shell instead of the outer shell shown here, which is limited about this axis that is pivoted along its back and normally enabled for access. Has a rotational movement. In order to protect the child from side collisions, it is locked in position for normal driving of the vehicle. However, the present invention allows the clasp holding the outer shell to collapse under a predetermined extreme load of penetration, allowing the outer shell to rotate about the central axis, thereby allowing the child to Is moved away from the penetration and impact and reoriented away from the penetration and impact (FIG. 9). In extreme extreme penetrations, this movement is not sufficient and the present invention has a pivot axis that separates or moves so that the outer shell can be pushed further by the penetrating object. These two inventions allow for secure attachment of the child seat to the vehicle for optimal operation under less severe collision conditions and into the space of adjacent passengers. Minimize the amount of child seat penetration. FIGS. 7-11 illustrate CRS inventions that provide enhanced support for CRS to car seats. It has either a plurality of straps or a fiber / continuous material, the plurality of straps or fibers / continuous material being fixed to a bar behind the sheet, and thus the sheet for tethers It is attached to the fixed point of the vehicle. The stretch bar keeps the fiber or strap set separate, thereby providing a significant frictional connection between the fiber or strap set and the seat back (back), so that the top of the seat during a side impact Support. FIGS. 7-12 are other features of the CRS invention having an inner shell that supports the occupant and an outer shell that is attached to the inner shell through a shock absorbing element. The present disclosure discloses an impact strip that supports the bottom of the inner shell, a “finger” that supports the upper side of the inner shell, and a bunge sling or dial A guard element that provides support for forward collision of the inner shell. And used. This embodiment may have all these features of the support, rather than "fingers", but they may be made of metal that extends around the back of the inner shell and can rock the inner shell. Supported by the impact strip. Other embodiments may simply have a short portion of the strip hugging the inner shell and attached to the inner shell. In addition, as shown, there may be an optional supplemental impact strip “curve”, which may absorb lateral impact. FIGS. 7-13 show the “split” impact strip on the bottom support of the inner shell. This changes the deformation characteristics of the impact strip. Such split impact strips may also be used on lateral or side impact strips, as shown in FIGS. 7-12.

(Air Sleeper)
Several variations of the Air Sleeper embodiment are presented in the present invention. They present a structure with multi-level occupants, each of the occupants having an occupant space, which has a ceiling, which in some embodiments is in the direction in which the occupant faces. May have a front edge substantially perpendicular to the. Each of the upper tier occupant spaces has a foot space while the occupant is in the seated position, and the seated position can be partially below the ceiling of the lower tier occupant space. The proposed variant shows a lateral mounting footrest rather than a central mounting footrest as described above, which may have particular value in an angled embodiment of an air sleeper in a passenger cabin. As shown in FIGS. 1-1 to 1-10, the location of the one side leg rest allows additional possibilities for the staircase location and provides one side of the support structure for the lower air sleeper. Benefit from the natural shielding of the legs of the upper occupant from the lower tier. On the open side in this angular arrangement, the legrest is far in front of the lower tier occupant (on that side) and may not even require a foot screen. In many embodiments, this access to the lower air sleeper can be accomplished completely behind the upper leg rest.

  However, in some embodiments it may be preferable to have a screen in front of the air sleeper at both levels. In the angled arrangement shown, such a screen can be mounted just in front of the air sleeper. This is because entry and exit is accomplished at an angle from the passage. Another benefit of the side-mounted leg rest is that the leg rest space does not affect the lower hierarchy air sleeper. (In the case of a central mount, the half of the leg rest is directly above the “front” lower tier air sleeper, so the top corner of the lower tier air sleeper should be provided with a notch or reduction.

  FIG. 3-10 shows an air sleeper including a rear turning shaft that supports a backrest, a bottom rest (bottom rest), and a frame including an elevated turning shaft. Such actuation of this rear pivot axis can angle the seat bottom much more than it does, and even raise the back enough to have the seat back and bottom at the same angle . This may allow passengers to lie lean and, if necessary, raise the head side to the level of the window and, if possible, to a higher level. Figures 3-11 show an embodiment with a rear pivot in the normal position. This operation may be accomplished with a rear pivot that is attached to an arm that is pivoted itself about the same axis as the shadow arm's lower pivot. An actuator may allow such movement. Obviously, there is a need for a support arrangement that provides sufficient lateral support at the rear end of the seat bottom.

  As shown in FIGS. 4-1 and 4-2, the extending leg support is designed to increase the length of the air sleeper beyond the seat bottom / leg rest. In some embodiments of the air sleeper, movement of the air sleeper from the seating position to the flat bed position causes the seat bottom to rise. In such embodiments, this may involve moving the seat bottom backwards in the horizontal direction. This is because the ascent can be related to a pivoting movement about the horizontal axis relative to the air sleeper. In such an embodiment with horizontal movement of the air sleeper, the seat bottom changes in the axial direction as the seat moves from the raised position to the bed position, the absolute position of the end of the legrest relative to the aircraft passageway. Thus, in some such embodiments, the legrest is at its maximum position relative to the passage when in the raised position, but moves backward when the seat is laid down and eventually guided to the flatbed position. To do. This results in an available length (or recumbent position) for passages not used by the bed. To counter this, an extended legrest can be used. Here, the extending legrest has a pin that engages with the fixed support structure of the air sleeper, and when the seat bottom rises to the flat bed position, the pin follows the slot in the fixed structure and the seat bottom (and thus , Pin) stays in the horizontal position of the slot at the corresponding vertical position. Thus, if the pin is maintained in the slot and the seat support structure slot is vertical, the extending legrest has a constant horizontal position relative to the passageway and the fixed structure, thereby providing a horizontal flat The maximum length of the air sleeper is used at all positions including the bed position. Notably, the pins that actuate the position of the extending leg rest can be at a higher level than the seat bottom and leg rest to avoid machinery to raise and lower the seat. In this situation, the pin may be attached to a portion of the extending leg rest, for example, at the seat bottom / leg rest edge and having a vertical projection attached to the pin.

  Others where the passage width is required to be a width “A” below the height “H” and allowed to be a different width “B” above the height “H” by rule or otherwise In a related application, if “B” is greater than “A”, there is an opportunity to utilize a portion of the aisle space for a bed position that is higher than the sitting position. Conversely, in these embodiments of the air sleeper, if more passage space is required in the seating position “A” than the bed position “B” above “H”, these embodiments guide the pin. This can be designed by utilizing an angled slot on the fixed structure of the air sleeper support to allow the leg rest to extend in the bed position to allow a passage width “B”, and As a result, the slot is angled so that the slot guides the pin forward relative to the fixed structure when the seat bottom is raised so that it is in a forward configuration that creates a longer bed (a curved slot is also possible). In other applications, the extending legrest may not use any pins, may be manually extended to the desired length by the occupant, and in other cases can be operated with an actuator. Can be done.

  Finally, another embodiment of the air sleeper disclosed above has a bed that moves forward and / or down from a seated position. The same principle can be used for these embodiments of the Air Sleeper to maximize the bed length for the available passage space at different heights.

  The features of the present invention in embodiments such as in FIGS. 6-8 and 6-9 relate to bins in an air sleeper configuration, where the bins can be up to 80 inches long and can be about 20 inches wide. Need to be accessed from the passageway. For the lower bin, a drawer can be used to access the front of the bin. However, the back of the bin is not easily accessible from the drawer. Similarly, for the upper bin, a door can be used in the front, but the door does not provide easy access to the back of the bin. The present invention provides a belt in the drawer or in the bin for transferring material from the back of the bin to the front of the bin or vice versa. The belt can be moved by an actuator or manually.

  The belt runs between the two axes at the front or back of the drawer or bin. The belt has a surface that provides support for the weight of the material disposed on the belt. Such a surface must be designed to have a low level of friction under load. Alternatively, the belt can be supported by intervening rollers. Finally, the belt can even be in a portion, ie a narrow portion of the belt between the pulleys at the back and front. The illustrated embodiment is centered on the lower air sleeper. However, this is not necessary and is often undesirable. If the bin is eccentric (offset) to be centered between the lower layers of the air sleeper, there is easier access to the bin when the lower layer is occupied and the footrest is lowered. Moreover, in some air sleepers, the armrest area is higher than the center of the air sleeper module, thereby providing a higher portion for storage below the armrest area. This continuous space between adjacent armrests that can best utilize bins is centered between lower tier air sleepers. Notably, in order to increase storage space, the frame (disclosed in the literature included herein by reference) may need to be shaped to hug the shape of the armrest. The cross section of the frame is maintained to support the required load.

(child seat)
The present invention has many different embodiments as disclosed above, as disclosed in the documents cited herein by reference. The present invention includes a method for customizing each of these embodiments to a special type of vehicle having different crash characteristics. The difficulty of design must be an observable factor associated with the car that the customer can use, and then selecting the correct child seat. In order to calibrate the performance of the child seat to provide the best damage performance related to head acceleration and other observable damage factors, the method of the present invention as in FIGS. For a standard crash test performed for a car, a range of crash pulses measured on the rear seat where the child seat is placed is used and a rating (star rating) is given to the car for the crash test . It categorizes the cars in the market into groups with different observable ratings (in extreme cases it can be all sets of available cars, but in fact it can be categorized into their star ratings ). Use crash data from crash tests on these vehicles to identify the range of acceleration pulses that one or more accelerometers will receive at the location for the rear seats of these vehicles. Use these accelerometer pulses as inputs for child seat simulation and testing for their design. Identify controllable parts that can be customized for each type of vehicle. Providing the customer with a child seat with the required customized parts (either pre-installed or can be installed by the customer).

  With this in mind, one type of embodiment is disclosed in the present invention referred to as a dial resistance bunge sling. It can be adjusted using an adjustment device. It consists of a concentric spring damper. That type of bungee sling is dialed by engaging different numbers of spring dampers that may depend on the physical size of the child and / or parameters related to the characteristics of the pulse at the child seat mounting location in a forward impact. It may have a variable resistance that is “dialed in” with the handle. The latter can vary depending on the car's heel zone and other factors.

  The drawing shows three concentric spring dampers. However, the number is not limited except for the space for mounting. If more spring dampers are used, there are more options to adjust the configuration for different load characteristics. Each of the spring dampers may have a single helix as in a coil spring, but for greater stability of the end ring and connection point to the elongate spring damper coil, it may be a double helix and a multi helix Can even be. The taper of the spring damper reduces the possibility of slight lateral movement that does not stretch (not selected) and affects the stretching of the inner coil relative to the outer coil. The dial handle is attached to a locking ring that slides on a support ring (in this embodiment is engaged with the retaining ring at the rear flange), whereby one or more at that locking flange. Engaging with more spring damper flanges, the spring damper flanges are designed to have an arc length that includes the lower portion of the locking flange at the dial position where retention and engagement of the spring damper is desired. Thus, some of the flanges of the spring damper are longer arcs than others, and they are designed to allow some spring dampers to move freely when other spring dampers are engaged by the locking flange. Is done. Notably, in all these cases, the outer shell / safety cage will, of course, carry forward collision loads unless the bunge attachment is attached directly to the seat support structure attached to the car at the back. In order to support it, it must be attached to the support structure of the seat.

  Another embodiment of such an adjustable resistance device, such as in the dial resistance device described above, is a shock absorbing element, which is a CRS at one end at a point at the center and back of the inner shell. Or it is attached to the fixed structure of a vehicle. The second end of the device is attached to a cable, and the cable is attached to the inner shell at the back and higher up along the inner shell over the slide or pulley. The attachment point to the inner shell may be around where the dial resistor device is attached in other embodiments. The pulley or slide is directly behind it. In the event of a collision, the cable pulls the end of the shock absorber, which stretches upward (it can stretch until it reaches the pulley). Such a device may have an impact absorber with a variable spring or an air damper with a variable vent and gas power control.

  Another feature of the present invention is a new embodiment of a shock absorber strip for child seats different from that disclosed above, to reduce distortion of the flat part attached to the inner shell or seat as well as to the support frame. Having a lateral extension adjacent to the curved portion; Still other versions of the impact strip (with or without the enhancement described above) have a modified width at the end of the curved portion to change the torsional and bending properties. This can be a decrease or increase in width or cross-sectional profile at different points on the curved portion.

  Also disclosed is the deformation of the impact strip under load in side and forward impacts. Different cross-sections of the hairpin bend change the load characteristics of the sheet. Support for the side of the “T” arm is not shown. They can have controlled sliding that is enabled in a horizontal plane or can also be moved vertically, while at the same time carefully controlling the deflection characteristics under lateral loading by the “T” arm immediately after a side impact. To do.

  These disclose not only “T” structures, but also “hairpin structures” that can be implemented in any impact strip.

  Finally, there are several embodiments of child seats with those incorporated herein by safety considerations and references appended to this disclosure. The headrest, the inner shell and the outer shell / safety cage with the safety mechanism noted in these disclosures may be modular. The module structure can be used in some child seats that can accept modules and thereby make the design more versatile.

  The disclosed child seat embodiments can be part of a complete child seat or can be configured as a module for use in a child seat base configured for that purpose. Such a base has a connection at the bottom of the outer shell or cage, and in some cases also a connection at the back of the outer shell or cage.

  The illustrated embodiment has a headrest that can slide up and down over a set of flanges, which also retain the headrest in the event of a forward collision. In some embodiments, a harness that is attached or screwed to the lower portion of the headrest so that the movement of the headrest also moves the harness anchoring portion and thus automatically adjusts the height of the harness based on the height of the headrest. Can have. Further, some embodiments may use nuts and threaded bars on the headrest and inner shell to move the headrest up and down by rotation of the threaded bar. Such rotation can be achieved using a handle (which can be retracted) at the top of the threaded bar. In some such embodiments, the threaded bar comprises a sleeve or other device that is slidably attached to the headrest and prevents axial movement of the threaded rod relative to the headrest. The threaded rod also has one or more nuts that are attached to the inner shell that rides up and down on the threaded bar as the threaded bar is rotated (FIGS. 3-7 show these The hole for fixing the nut is shown, the nut rides in the slot of the headrest as in FIG. Such movement is guided by a flange sliding in a recess as shown in the drawing to move the headrest up and down. An alternative mechanism is a notched bracket that replaces the threaded bar with a grooved clamp that engages the notch and releases it using a grip mechanism near the top of the headrest Can be done. The clamp can be spring loaded and can have pivot arms on both sides of the notched bar so that the two arms capture the bar on both sides after the spring is released. In some embodiments, the pivot axis of the clamp is attached to the headrest, and in these embodiments, the notched bar is attached to the inner shell. One handle of the grip is attached to the headrest, the other handle is pivoted on it, has an arm substantially parallel to the notched bar, and moves the jaw to a point on one of the clamping jaws (or moves the jaw) It has a lower end that is pivotally supported (at any point away from the pivot axis to provide a lever action). The second clamping jaw can be actuated by first using any of the rich background techniques on such devices.

  The flange may need to be made of metal or other strong material, especially if the harness is supported by the headrest in a forward collision. This is because the body's inertial load acts on the harness, and thus on the attachment of the harness to the inner shell using the flange.

  In some embodiments, the headrest can be designed to flex in a controlled manner in a side impact and thus can have ribs designed with a cross-section that controls deflection. Such cross-sections can vary along the length of the ribs, and the rib spacing can be different to optimize deflection with respect to reducing head and neck damage.

  Some headrests are angled on both sides so that the natural movement of the head relative to the upper body with respect to the occipital condyles and other joints along the spine allows the angle to support the head over a large surface area. It can be shaped to be attached. This design helps with the sleep of the child and also supports the head during a side impact with distributed repulsion.

  The shape of the headrest and the movement of the headrest allows the headrest to be adjusted upward until the surface is near the head.

  Another function of the headrest is that the headrest is shaped to avoid covering both eyes to maximize the visibility of the child.

  Child seat embodiments have a support structure between the inner shell and the outer shell / safety cage. This support structure includes an impact strip at the bottom of the seat, which can be extended to the upper portion of the inner shell and even have side arms. Additional supports can be attached to the extremes of the side arm (if there is no impact strip extension, it can be attached directly to the inner shell in that position) or attached to the outer shell / safety cage. Such attachments may be slidable horizontally or vertically and horizontally, but for movements requiring compression of such attachment members, i.e. for lateral movement of the inner shell. Resistance. There may be additional connections that can be distorted or compressed at different points on the area between the inner and outer shells.

  There is also a bungee ring attachment at the center back of the inner shell, which is attached to the outer shell. This part is shown in FIG. 3-2. This embodiment has a bungee slot. The bungee slot allows the bungee pin to slide through during a side impact, but captures the pin during a forward impact. The dial resistance mechanism allows different resistances to be applied for forward collision control.

  Some embodiments of the child seat comprise an outer shell / safety cage and an inner shell or a double shell structure, wherein the double shell includes, in addition to those disclosed above, a puncture resistant inner shell such as Kevlar, Use an outer shell safety cage that allows deformation or puncture under high repulsive forces, thereby minimizing puncture damage and providing a deceleration space that penetrates between the inner shell and the outer shell / safety cage .

  Child seat embodiments using double shells (inner shell and outer shell as shown in FIG. 5-1) are of great value in some types of crash situations as noted in the previous disclosure of the present invention. Have Side impact has the benefit of inner shell relocation and rotation that reduces peak impact forces and reorients the child away from the impact. In the case of a forward collision, there is a relative movement of the inner shell that swings substantially forward with the child tightened. Such movement leads the head further forward than in a child seat that is stationary. Thus, in designing a resistor configuration such as in a bunge sling as noted in the previous disclosure of the present invention, the primary design criterion is minimization of head peak acceleration, but such optimization is Need to be done with head excursion maintained within limits. Thus, in this context, it can be a constrained optimization with limits set for the forward deflection distance.

  Notably, as the time for head deceleration increases and the associated space for deceleration increases, the average acceleration can decrease, and with careful design, the peak acceleration can also decrease. Thus, any reduction in peak acceleration of the head can be associated with a minimum additional distance for forward head deflection. This minimum incremental head excursion distance increases as the incremental decrease in peak acceleration increases. The actual correspondence between deceleration of peak acceleration and reduction of minimum excursion distance depends on the bunge device used for such deceleration. Such devices can have different thicknesses. As the thickness increases, it decreases the excursion distance. Because the inner shell has to be moved forward to fit it. Therefore, in design, it is best to have a thin device to maximize the deflection space for the head. However, the performance of this device determines whether the degree to which peak acceleration is reduced is maximum given the available excursion distance. Thus, there is a balance between the thickness of the device and its performance in reducing peak acceleration. The thinner the device, the greater the reduction in peak acceleration (ie, making acceleration as constant as possible), the better the performance for any given displacement space. Thus, one design approach starts with a given potential excursion space and uses the best technique for each thickness of the bunge device to minimize peak acceleration within the available residual excursion space. It is to look for. Select the thickness of the bungee device / technique that maximizes the reduction in peak acceleration within the remaining available excursion space.

  Some bungee devices are designed for a number of parameters such as occupant weight and height, different collision pulses at the latch point of the seat on which the child seat (depending on the heel zone) is mounted, and so on. Thus, the bunge device has different performance for each combination of these factors that work within the potential excursion distance, and some distance of the potential excursion distance is used by the device. The approach to optimizing the space is to look for techniques for each thickness of the bunge device that can reduce the peak acceleration in a suitable combination within the residual excursion space (because each value of the parameter is Because other combinations of parameters have minimums that may not be optimal). Finally, select the thick / technical combination that yields the best preferred combination of reduction in peak acceleration.

  A tilted forward or side impact presents a unique challenge to the safety of the child in the seat. There is torque applied to the child seat attachment point as a result of such a collision. This torque attempts to rotate the outer shell of the child seat. The child seat structure in FIG. 1 with an inner shell and an outer shell with controlled deflection elements between the inner and outer shells controls the rotation of the inner shell and reduces the peak of the head and other important body parts. Reduces angular acceleration and thus reduces damage. If there is a penetration, the penetrating vehicle or object contact on the outer shell begins to accelerate the inner shell away from the penetration, and the outer shell is pierced or distorted. This is in contrast to a single shell structure where the shell is in contact with the child, penetration can cause puncture damage, and deceleration can cause collision damage because there is no acceleration space for the child to move before contact with the single shell. Is.

  The present invention, in some embodiments, has a headrest that can move up and down to accommodate the growth of the child. The headrest may also have an attachment for a harness that moves with the headrest as well. In addition, the headrest can also have a shoulder guard that is movable with the headrest and attached to the headrest. Such a shoulder guard can be brazed with other parts of the CRS. In the case of a CRS with an outer shell and a dynamic inner shell, such braces can be with the inner shell to also benefit from the inner shell dynamics.

  In any of these embodiments, the present invention further comprises an air cushion filled with air or other fluid and fully or partially filled with a porous material. In some embodiments, the edge of the air cushion at the front of the child's head is exhausted last, so that the head is rested by the air cushion and the middle and lower portions of the air cushion are first exhausted. These air cushions have vents that differentially exhaust air from the air cushion body. Porous materials that can be used to fill the air cushion can change the compression characteristics of the air cushion. Hydrodynamics stipulates that such a configuration can be implemented with a vent at the lower end of the air cushion as shown. Some embodiments may have an air cushion that is shaped as in the drawings. In order to control the speed of exhaust without introducing excessive turbulence, a constricted cross section near the bottom or vent may be used with a venturi tube. Of course, the vent can be sized to control the exhaust.

  Other embodiments may have a sacrificial airbag that is partially deflated under a crash load and consequently transports air to the air cushion. Such a configuration may have a sacrificial airbag attached to the shoulder support after contact.

  Immediately following the shoulder contact on the sacrificial airbag, air is forced through an air duct into an air cushion disposed on the headrest. These ducts can be directed to the correct location within the air cushion so as to be optimal for transferring air in a timely manner. The embodiment shows an air duct that sends air to the head of the air cushion so that the cushion head is first inflated. Thereafter, head contact on the air cushion causes the air cushion to contract through the vent.

  Notably, there may be a secondary vent on the air cushion to control the exhaust of the air cushion.

  Such airbags and air cushions (and air ducts, if used) may be composed of two layers of wall material sandwiching the porous material, the entire combination being a mold that can be heated. Is selectively compressed at a portion located between the airbag and the air cushion. Thereby, the shape of an airbag and an air cushion is created as needed. Another approach is to have a notch in the porous material, where the notch conforms to the mold shape and compresses the two layers of wall material to touch each other and sandwich a portion of the porous material . The wall material and porous material may be processed for adhesion or dissolution as required to create the required seal.

  The vent in the air cushion may be designed with a flap that can move over the hole to change the vent characteristics to calibrate the exhaust velocity under different impact conditions. For example, for a car with a softer side structure in a side collision, the optimal ventilation may be different from a car with a more rigid side structure. Thus, a system of air cushions can be created to be calibrated in the field to best protect the passengers in the vehicle selected by moving the flap above the vent to the correct position.

  Another feature of the present invention is the use of a belt box (buckle) that applies tension to the car seat belt with respect to CRS. In some embodiments, the belt box is slidably attached to the base of the CRS and has a cable attachment to a tension adjustment mechanism for the CRS latch configuration. The belt box has a pair of looped webbing portions coming from the end of the seat belt buckle and passing through the slot. The loop then engages the pin and, if necessary, the pin can be retracted to release the loop. Normally, the pin is locked in place during operation. The pin slides into a short slot on the body of the belt box, and the position and orientation of the slot will also cause the pin to slip when the pin slides into the box so that it occurs under seat belt tension in a forward impact. Move laterally toward the rough surface of the belt box. Thereby, if the CRS involves a slight movement of the seat belt webbing, it will remain in place.

  Another feature of the present invention is the device used to test the crash condition for CRS, and for that matter there are any other tests where a variable compressive load is required, where the compression The first stage has a higher loading force and the subsequent stage of compression has a lower force. Notably, in the case of a series of spring dampers or honeycombs, it is the portion that has the lowest resistance that is first compressed and is therefore disclosed here when the highest resistance compression is first required. Such a device is required. Here, the pins release the support arm, after which the support arm protects the lower compression part until the softer material becomes compressed. Due to the increasingly softer spring dampers or multiple portions of the honeycomb with multiple pairs of pins and support arms on adjacent pairs of plates that release these portions for compression, configurations within the device can be cascaded .

  As shown in FIGS. 7-1 to 7-8, the present invention provides for the mounting of a headrest (including a support for a harness and may include a shoulder lateral support) to a shell that supports an occupant within the CRS. Have a mechanism for. This mechanism has many embodiments. What is illustrated in the drawings has one or more pins that can be inserted into the slot at different height positions of the headrest, thereby allowing children of different heights to be It provides a locking mechanism for the headrest at these heights to accommodate.

  A height control slider that retracts and re-engages the pin through attachment by a pivot link (other embodiments may have other linkages that attach the height control device to the pin). The height control slider is attached to a trigger or lever that can be raised relative to a handle attached to the headrest to raise the slider relative to the headrest and thereby release the pin from the slot. In order to maintain the engaged position as a normal position, the slide may be attached to a spring.

  The slot in the illustrated embodiment is configured to be on a sliding flange that is attached to the shell and the pin is part of a mechanism that is attached to the headrest. This configuration can be reversed so that the slot is on the headrest (flange or other part) and the pin is attached to the shell. In the first case, the mechanism is operated from the headrest when the headrest moves up and down, whereas in the second case the mechanism is operated from the back of the shell.

  The drawing shows the means of articulation of the pin into the slot using a slide attached to the pivot link, the pivot link being attached to the pin. An alternative approach is to have a pin that moves in an arc with or out of the housing with a pivoting support and is attached directly or indirectly to the slider.

  The headrest needs to be supported by the shell. This support is made possible by a set of sliding interleaved flanges attached to each of the shell and headrest. These flanges are attached to the headrest and shell, respectively, along a spine that is wide enough to provide space for other members-flanges attached to the headrest or shell.

  In the illustrated embodiment, the slot is on the edge of the flange attached to the shell. This is not necessarily so. The slot may be on any part of the shell adjacent to the part of the headrest that is selected to attach the pin. Of course, the pin must move along a known path adjacent to the slot during the up and down movement of the headrest.

  Another feature of the CRS invention of the present invention, as shown in FIGS. 7-9 and 7-10, is a mechanism for adaptation of extreme penetration into the CRS space during side impact. The CRS in this figure shows the outer shell, which has a limited rotational motion about this axis that is pivoted along its back and is normally enabled for entry and exit. (The outer shell includes an inner shell that supports the child. The present invention is also applicable to a single shell instead of the outer shell shown here). In order to protect the child in a side collision, it is locked in position for normal driving of the vehicle. However, the present invention does not allow the clasp that holds the outer shell to penetrate, allowing the outer shell to rotate about the central axis, thereby allowing the child to move and reorient in a direction away from penetration and impact. It is possible to collapse under a certain extreme load (FIGS. 7-9). In extreme cases where penetration is severe, this action is not sufficient and the present invention has a pivot axis that separates or moves so that the outer shell can be pushed further by the intruding object.

  These two inventions allow the child seat to be securely attached to the vehicle for optimal performance under less severe crash conditions, and the size of the child seat that enters the space of the adjacent passengers Minimize and thereby reduce potential damage to its passengers.

  Yet another feature of the CRS invention as shown in FIGS. 7-11 is enhanced support for CRS on the car seat. It has either a plurality of straps or a fiber / continuous material that is secured to a bar on the back of the seat, and the seat is attached to a vehicle anchor point for the tether. The stretch bar maintains significant separation between the fiber or set of straps and the seat back to maintain the fiber or set of straps separated, thereby supporting the top of the seat in a side impact. Bring the bond. The fiber or continuous version of this feature of the invention also supports shear loads that are further applied to the support of the CRS under lateral loads. The strap embodiment is between the back of the seat and the stretch bar to also support the shear load by orthogonal support of the two ends in the part that is a replacement for the shear plane as in the fiber embodiment. It can be reinforced with an “X” orthogonal portion of the strap between adjacent portions of the orthogonal or direct strap.

  Yet another feature of the present invention is shown in FIGS. 7-12, where the CRS has an inner shell that supports the occupant and an outer shell that is attached to the inner shell through an impact absorbing element. The foregoing disclosure of the present invention includes an impact strip that supports the bottom of the inner shell, a “finger” that supports the upper side of the inner shell, and a bungy shilling or dial A guard that provides support for forward impact movement of the inner shell. The device was used. This embodiment may have all these features of the support, but rather than "fingers" they are supported by a pair of side impact strips (one on each side) that may be made of metal. The These side impact strips (or the curved ends of the cradle) can engage the inner shell in two ways. That is, they extend around the back of the inner shell and can rock the inner shell. The second portion of the embodiment may simply have a short portion of the impact strip that is constrained to move within a recess or groove along its length to hug the inner shell and allow sliding. The function of the side impact strip can include suppressing movement of the inner shell as it rotates within the outer shell. In the case of a cradle type mounting, the near parallel opposing sides of the side impact strip constrain the mutual motion between the inner shell and the outer shell along the direction of the parallel sides. This is because when the strip deforms, the “curvature” of the impact strip moves along the strip. However, by twisting the curvature between the parallel sides of the strip, it does not easily allow the relatively parallel edges to move perpendicular to the strip. The same applies to the second means of attachment, but there may be some sliding of the strip that rides in a groove on the inner shell.

  In addition, as shown, there can be an optional supplemental impact strip “curve” that can absorb lateral impact. Notably, if the side impact strip is designed for deformation as the inner shell rotation proceeds, it has a second strip that conforms to the design parameters for compression in lateral impact. It is useful.

  FIGS. 7-13 show the “split” impact strip on the bottom support of the inner shell. This changes the deformation characteristics of the impact strip. Such split impact strips may also be used on lateral or side impact strips, as shown in FIGS. 7-12.

  Further embodiments of the CRS have an inner shell that is supported behind the shell relative to the bottom surface of the outer shell and an associated structure that limits the downward movement of the inner shell relative to the outer shell during a side or forward impact. . A wide support may be used to reduce the rocking motion about the front shaft during a side impact. Such a support structure is attached to either the inner shell or the outer shell and is slidable on the other of these elements.

(Workmate / surgeon back saver / posture enabler)
Another embodiment of WorkMate for the version disclosed above is as in FIGS. 1-11 and 1-12. It is designed to help the worker bend forward to work. In this embodiment, the device senses the position of the buttocks relative to the vertical from the foot, and the device attempts to maintain a predetermined position relative to the vertical above the foot. Different users have different preferred relative positions. However, broadly speaking, spinal loads are vertical or lateral loads, and consequent long-term damage is prevented in repetitive and long-term work with the upper body positioned away from the vertical above the hips. Most users wish to maintain the center of gravity of their hips perpendicular to their feet. The present invention has a support arm that supports the upper body. When the upper body bends forward, it is simply tied or otherwise attached to the upper body so that the hips are automatically moved to the vertical back above the foot to maintain balance. Thereafter, the present invention moves the control arm away from vertical so that the control arm balances with the upper body and allows the body to move the buttocks above the supporting footprint of the foot. In this embodiment, the servo control uses the distance between the preferred locations in the foot support footprint relative to the vertical through the buttocks as an error signal and moves the control arm 11D to reduce this error. The wearer of the present invention will automatically readjust the buttock position to maintain balance when the control arm moves and is therefore in balance. The control arm is in a position that allows the buttocks to be positioned above the foot while the control arm balances the upper body. By simply providing this balance, the present invention provides a force on the upper body that supports the upper body to the extent that there is minimal horizontal loading on the spine and its appendages.

  A foot and / or control device and a wireless device attached to the fixation belt 11C may be used to establish the location of the foot and buttocks relative to each other. This allows measurement of the horizontal position of a given point in the foot support footprint relative to a given point in the rim of the hip. Such sensors can use wireless technology and are attached to the foot and fixation belt 11C.

  11A is a support arm. 11B is a support belt that maintains the support arm next to the upper body of the user. 11C is a fixed belt that adheres above the user's buttocks. 11D is a control arm, which can have angular displacements of length and weight at its ends to balance as described above.

  1-12 shows the masses of the upper body M1 and the control arm M2 that balance each other. The corner and line distance of M2 is controlled by a servo that uses the vertical displacement between X1 and X2 as its error signal. The movement of X2 occurs when the user maintains balance.

Claims (4)

A passenger seat headrest with a pair of side wings with a pair of air cushions arranged on each of the side wings , allowing the occupant's head to be seated for protection in a side collision Because
The air cushion provides firm support at the top and front of the side wing when the side wing deforms under inertial load during a side collision, while the side on the collision side By providing more gradual support on the inner side of the wing, it allows the protection by capturing the head that tends to exit the side wing,
The air cushion on each side of the head includes multiple compartments, each of the multiple compartments having two ends, each of the multiple compartments comprising a top of the side wing and the A first end on one of the front sides of the side wing and a second end on one of the bottom of the side wing and the rear of the side wing at the lower end of the side wing. so oriented as to have the air cushion during a side collision, as slower airflow from the top and front of the air cushion in the collision side of the lateral wing, said second end includes a vent disposed, whereby, because of the fluid dynamics following the compression to maintain the number of air by the front and top of the air cushion, and more in both the top and front of said lateral wings Using a large air mass To enable the location,
Headrest. Supporting the shoulder and upper torso are not provided by the seat, you with the headrest and possible the opening mechanism that by the separation of the shoulder guard as the assembly from the sheet, the sheet attached to the headrest A headrest comprising a pair of air cushions of an occupant seat according to claim 1, comprising a shoulder guard on both sides of the seat, wherein the air cushion and shoulder on the headrest are opened along the back of the seat It further includes a vent passage for air attached between the sacrificial airbag on the guard, thereby allowing an opening mechanism between the headrest and shoulder guard , which is thereby To support the head, the initial impact of the occupant's shoulder during a side impact is Makes it possible to push the air into the air cushion in the headrest through the vent path from grayed to the back of the seat, headrest. Supporting the shoulder and upper torso are not provided by the sheet shall be the possible the opening mechanism by the separation of the headrest from the shoulder guard in the assembly, the central connecting section of the sheet to be connected to the headrest The headrest comprising a set of air cushions of an occupant seat according to claim 1, comprising shoulder guards on both sides, wherein the assembly comprises the occupant regardless of the width difference between the headrest and the shoulder guard. as you align the height of an occupant supported in the seat, is it possible to be moved together perpendicular to the support structure of the passenger seat, the headrest. 3. The headrest according to claim 2, comprising a pair of air cushions for an occupant seat, wherein the ventilation path for ventilating air from the shoulder guard to a side wing of the headrest is the first of the air cushion. It is at the ends connected to the air cushion on the side wings of the headrest, thereby increasing the air mass in the air cushion in the front and the top of the side wings of the headrest, thereby, A headrest that further supports the rest of the head by the air cushion.

Images