CA1239574A - Body-weight adjusting device of a seat suspension - Google Patents
Body-weight adjusting device of a seat suspensionInfo
- Publication number
- CA1239574A CA1239574A CA000472345A CA472345A CA1239574A CA 1239574 A CA1239574 A CA 1239574A CA 000472345 A CA000472345 A CA 000472345A CA 472345 A CA472345 A CA 472345A CA 1239574 A CA1239574 A CA 1239574A
- Authority
- CA
- Canada
- Prior art keywords
- seat suspension
- pair
- adjusting device
- connecting rod
- links
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Seats For Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A body-weight adjusting device includes a connecting rod movable along a seat suspension body in the lateral direction thereof. Bell cranks are rotatable mounted at both ends of the connecting rod. One end of each of a pair of tension springs is fixed to a respective link forming part of a seat suspension body. The other end thereof is connected to a respective one of the bell cranks. Either one of said bell cranks is rotated by means of a control lever employing a cam mechanism, thereby changing the tension of the spring.
A body-weight adjusting device includes a connecting rod movable along a seat suspension body in the lateral direction thereof. Bell cranks are rotatable mounted at both ends of the connecting rod. One end of each of a pair of tension springs is fixed to a respective link forming part of a seat suspension body. The other end thereof is connected to a respective one of the bell cranks. Either one of said bell cranks is rotated by means of a control lever employing a cam mechanism, thereby changing the tension of the spring.
Description
The present invention relates to a body-weiqht adjusting device suitably employed for a seat suspension for a vehicle such as an automobile.
A conventional hody-weiqht adjusting device is quite poor in its operation. In fact, with this device it is not possible to adjust the height of the seat when the door is closed.
With respect to a seat for an automobile etc., particularly, a driver's seat, it is, of course, necessary to adjust the position of the seat back and forth depending upon the physical make-up of a driver and it is further necessary to adjust the height thereof.
Crevices capable of providing these adjustments to a seat are knew.
However, with a conventional device, it is impossible to make the distance between a required pair of springs wider. Also one must rotate an adjusting shaft about 16 times by hand for an adjustment from a 50 kg setting to a 100 kg setting. mix makes operation of the device quite difficult. Furthermore, the controlling force becomes greater in proportion to the adjustments up to 100 kq. As a matter of practice, adjustment is impossible with the device when the door is closed.
The present invention provides a body-weiqht adjusting device for a seat suspension which permits adjustments to be made easily by means of a control lever similar to a hand brake usually employed for automobiles.
_ I
1~3957~
According to one aspect of the present invention, a body-weight adjusting device for a seat suspension comprises a connecting rod movable along a seat suspension body generally in the lateral extended direction thereof, a pair of bell cranks pivotal attached to a fixing portion, one end of each bell crank being connected to the connecting rod at a prescribed distance from the pivot point of the crank, one end of each of a pair of tension springs being attachable to a respective X-shaped or parallel link forming said seat suspension body, the other end of each of said tension springs being connected to another end of a respective one of said bell cranks, a rotation shaft adapted to be mounted in a direction substantially parallel to said connecting rod and connected to a control lever that extends in a direction substantially perpendicular to said connecting rod, a locking means for said rotation shaft mounted between said control lever and said rotation shaft, and a cam arranged on said rotation shaft and having a cam face that engages a pin arranged on either one of said bell cranks or the connecting rod.
According to another aspect of the invention, a body-weight adjusting device of a seat suspension comprises a link means constituting said seat suspension; a pair of tension springs each being connected at one end thereof to one of the upper ends of said link means; a pair of rotatable bell cranks each being connected at one end thereof to the other end of each of said tension springs; a connecting rod rotatable connected to each bell crank at another end of said crank; pin means formed on one of said bell cranks such that it projects therefrom; a rotary shaft arranged in a direction - pa aye substantially parallel with said connecting rod; a control lever connected to said rotary shaft such that it is disposed in a direction substantially perpendicular to the axis of said rotary shaft; and a cam provided on said rotary shaft, said cam having an engaging surface such that movement of said cam surface against the pin means results in a rotational movement of the bell cranks.
In the figures, Figure 1 is a perspective view of a conventional seat suspension;
Figure 2 is a plan view of one part thereof;
Figure 3 is a perspective view showing a seat suspension according to the present invention; and Figure 4 is an enlarged side view of part of the suspension of Figure 3.
. Jo pi I
First of all, a conventional device will be described with reference to Figure 1 and Figure 2 in order to understand the present invention.
In Figure l, (1) is an upper frame and (2) is a lower frame. The lower frame I is constructed substantially in the shape of a square in plan view and each side thereof is composed of a frame made of a metal etc. bent substantially in the shape of a channel. The open side of each channel-shaped frame is directed inwardly.
With respect to the lower frame (2), it is, of course possible to construct same independently, but it is also possible to construct same -in such a manner that it can move back and forth by putting it on a slide rail before and behind a seat .
The upper frame (1) is composed of, as a main constitutional element thereof, a flat plate portion made of a metal etc. substantially corresponding to the above-mentioned shape of the lower frame (2) and the left and right end portions thereof or the necessary portions of the other ends thereof are bent downward. As the upper frame (1), the so called cushion pan is employed and a seat body (not illustrated) is fixed thereto.
Furthermore, a pair of X-shaped links (3) at the left and right sides of the lower frame (2) are mounted thereon. In each X-shaped link, there are two link bodies (4) and (5) pivotal connected together by means of a spindle (6) at a substantially middle portion thereof. An upper end (pa) at the aye back side (or the front side thereof) of each X-shaped link (3) is rotatable connected to the upper frame (1) by means of a spindle (7) and a lower end (4b) thereof is rotatable connected to the lower frame
A conventional hody-weiqht adjusting device is quite poor in its operation. In fact, with this device it is not possible to adjust the height of the seat when the door is closed.
With respect to a seat for an automobile etc., particularly, a driver's seat, it is, of course, necessary to adjust the position of the seat back and forth depending upon the physical make-up of a driver and it is further necessary to adjust the height thereof.
Crevices capable of providing these adjustments to a seat are knew.
However, with a conventional device, it is impossible to make the distance between a required pair of springs wider. Also one must rotate an adjusting shaft about 16 times by hand for an adjustment from a 50 kg setting to a 100 kg setting. mix makes operation of the device quite difficult. Furthermore, the controlling force becomes greater in proportion to the adjustments up to 100 kq. As a matter of practice, adjustment is impossible with the device when the door is closed.
The present invention provides a body-weiqht adjusting device for a seat suspension which permits adjustments to be made easily by means of a control lever similar to a hand brake usually employed for automobiles.
_ I
1~3957~
According to one aspect of the present invention, a body-weight adjusting device for a seat suspension comprises a connecting rod movable along a seat suspension body generally in the lateral extended direction thereof, a pair of bell cranks pivotal attached to a fixing portion, one end of each bell crank being connected to the connecting rod at a prescribed distance from the pivot point of the crank, one end of each of a pair of tension springs being attachable to a respective X-shaped or parallel link forming said seat suspension body, the other end of each of said tension springs being connected to another end of a respective one of said bell cranks, a rotation shaft adapted to be mounted in a direction substantially parallel to said connecting rod and connected to a control lever that extends in a direction substantially perpendicular to said connecting rod, a locking means for said rotation shaft mounted between said control lever and said rotation shaft, and a cam arranged on said rotation shaft and having a cam face that engages a pin arranged on either one of said bell cranks or the connecting rod.
According to another aspect of the invention, a body-weight adjusting device of a seat suspension comprises a link means constituting said seat suspension; a pair of tension springs each being connected at one end thereof to one of the upper ends of said link means; a pair of rotatable bell cranks each being connected at one end thereof to the other end of each of said tension springs; a connecting rod rotatable connected to each bell crank at another end of said crank; pin means formed on one of said bell cranks such that it projects therefrom; a rotary shaft arranged in a direction - pa aye substantially parallel with said connecting rod; a control lever connected to said rotary shaft such that it is disposed in a direction substantially perpendicular to the axis of said rotary shaft; and a cam provided on said rotary shaft, said cam having an engaging surface such that movement of said cam surface against the pin means results in a rotational movement of the bell cranks.
In the figures, Figure 1 is a perspective view of a conventional seat suspension;
Figure 2 is a plan view of one part thereof;
Figure 3 is a perspective view showing a seat suspension according to the present invention; and Figure 4 is an enlarged side view of part of the suspension of Figure 3.
. Jo pi I
First of all, a conventional device will be described with reference to Figure 1 and Figure 2 in order to understand the present invention.
In Figure l, (1) is an upper frame and (2) is a lower frame. The lower frame I is constructed substantially in the shape of a square in plan view and each side thereof is composed of a frame made of a metal etc. bent substantially in the shape of a channel. The open side of each channel-shaped frame is directed inwardly.
With respect to the lower frame (2), it is, of course possible to construct same independently, but it is also possible to construct same -in such a manner that it can move back and forth by putting it on a slide rail before and behind a seat .
The upper frame (1) is composed of, as a main constitutional element thereof, a flat plate portion made of a metal etc. substantially corresponding to the above-mentioned shape of the lower frame (2) and the left and right end portions thereof or the necessary portions of the other ends thereof are bent downward. As the upper frame (1), the so called cushion pan is employed and a seat body (not illustrated) is fixed thereto.
Furthermore, a pair of X-shaped links (3) at the left and right sides of the lower frame (2) are mounted thereon. In each X-shaped link, there are two link bodies (4) and (5) pivotal connected together by means of a spindle (6) at a substantially middle portion thereof. An upper end (pa) at the aye back side (or the front side thereof) of each X-shaped link (3) is rotatable connected to the upper frame (1) by means of a spindle (7) and a lower end (4b) thereof is rotatable connected to the lower frame
(2) by means of a shaft (8). A lower end (5b) at the front side (or the back side) of each X-shaped link (3) is slid ably attached to the lower frame (2) by means of a roller (9) etc. so that it is free to move back and forth. Furthermore, the upper ends (pa) at the front side of the link means or X-shaped links are joined by means of a frame (10) extending there between, so as to provide support for the front portion of the upper frame (1) from the bottom.
rloreover, the upper ends (pa) at the back side of the link means or X-shaped links (3) are joined to each other by means of a frame (11) and one end of each of a pair of tension springs (12) is latched to the frame (11).
With reference to Figure 2, a bell crank (14) is rotatable attached to a suitably fixed portion (for example, an under surface of the upper frame) by means of a spindle (13). One end of the crank engages a regulating shaft (15) extended in its lateral direction and the other end thereof is connected rotatable to one end of a tension frame (16) by means of a spindle (17). Furthermore, the tension frame (16) is rotatable connected to the centre of an equalizer frame (18) by a spindle (19) and an end of each of a pair of springs (12) is latched at a respective end of the equalizer frame (18).
The regulating shaft (15) is constructed, according to the present embodiment, as a rotating axis forming a thread groove (20') on one portion thereof so as to engage a nut (21) aye therewith. Thus the shaft engages one end of the above-mentioned bell crank (14) with the nut (21)~
Moreover, at a substantially middle portion of the above-mentioned seat suspension, a shock absorber (22) is disposed and one end thereof is rotatable attached to the back side of the lower frame (2) and the other end thereof is rotatable connected to the frame (10).
According to this conventional construct-ion, at the time of using the seat, i.e. at the time of bottoming thereof, the X-shaped links (3) are compressed so that the height of the upper frame is shortened accordingly. However, because the shock absorber (22) is located at a substantially middle portion of the seat suspension and the pair of springs (12) are also located in the vicinity of the middle portion of the seat suspension at an upper part thereof, it was impossible to make the seat suspension thin on the whole.
Hereinafter, a body-weight adjusting device for a seat suspension constructed according to the present invention will be described with reference to Figure 3 and Figure 4. The same numerical references are used for parts that correspond to parts in Figure 1 and Figure I
A seat suspension according to the present invention has a connecting rod (25) movable along a seat suspension body in the lateral direction thereof and a pair of bell cranks (26) rotatable attached to a fixing portion, e.g. an under surface of the upper frame (1) by means of a spindle (owe One end of each bell crank is pivotal connected to the connecting rod (25) 3L239~7~`~
with a prescribed distance by means of a spindle (28). The other end of each bell crank us latched to one end of a respective -tension spring (12). Of course, the pair of bell cranks (26) rotate on the same manner synchronously at the time of movement of the connecting rod (25).
Furthermore, a rotation shaft (29) us mounted substantially parallel to the connecting rod (25) and a control lever (30) us mounted in a direction substantially perpendicular to the rod (25). A locking means (31) us provided where the shaft (29) connects to the control lever (30~. Moreover, at the front end of the rotation shaft (29), a cam (33) us formed integrally thereon and the end face thereof us formed to be a cam face (34).
Furthermore, one of the bell cranks (26) has another arm or extension and on thus extension a pun (or a roller) (35) us mounted so as to abut the cam face (34) of sand cam (33).
The locking means (31) may be unlocked, for example, by pulling a lever (32) toward the control lever (30). Thus may be carried out by simultaneously gripping the control lever (30) by the same hand controlling same. Thus one can optionally control the rotation shaft (29) by means of the control lever (30) and also interrupt the rotation of the rotation shaft (29) to have been locked the locking means (31) by releasing the hand controlling the lever (30). Since this construction us publicly known, detailed description thereof may be omitted.
15~
With the above-mentioned construction, the cam is rotated by raising or lowering the control lever (30) which is unlocked by operating the locking means of the lever (32) and the pin (35) is controlled by the cam face (34) as shown in Figure 4. As a result the bell crank (26) at the right side as shown in Figure 3 rotates around the spindle (27). At the same time, the bell crank (26) at the left snide as shown in Figure 3 also rotates. In other words, the pair of bell cranks (26) rotate synchronously so that the tension of the par of springs (12) can be changed. Thus an adjustment in proportion to the body-weight of a passenger sitting on a seat can be effected.
According to the present invention, in this case, it is possible to effect the above-mentioned adjustment by merely raising or lowering the control lever (30). The above-mentioned adjustment is possible while using the seat and moreover it is also possible to make the same adjustment even when the door is closed.
Now, if the orthogonal condition of the cam (33) as shown in Figure 3 is 40 mm, the angle as shown in Figure 4 is 14 degrees and further the control angle of the control lever (30) is around 180 degrees, the maximum adjustment in the suspension is around 11 kg in the case of a private car.
However, since it is possible to make the distance between the pair of springs (12) wider than the distance in a conventional suspension, there can be more space in the middle portion of the seat suspension. Therefore the cushioning pad may be lowered so as to make the seat suspension thin compared with a conventional one.
rloreover, the upper ends (pa) at the back side of the link means or X-shaped links (3) are joined to each other by means of a frame (11) and one end of each of a pair of tension springs (12) is latched to the frame (11).
With reference to Figure 2, a bell crank (14) is rotatable attached to a suitably fixed portion (for example, an under surface of the upper frame) by means of a spindle (13). One end of the crank engages a regulating shaft (15) extended in its lateral direction and the other end thereof is connected rotatable to one end of a tension frame (16) by means of a spindle (17). Furthermore, the tension frame (16) is rotatable connected to the centre of an equalizer frame (18) by a spindle (19) and an end of each of a pair of springs (12) is latched at a respective end of the equalizer frame (18).
The regulating shaft (15) is constructed, according to the present embodiment, as a rotating axis forming a thread groove (20') on one portion thereof so as to engage a nut (21) aye therewith. Thus the shaft engages one end of the above-mentioned bell crank (14) with the nut (21)~
Moreover, at a substantially middle portion of the above-mentioned seat suspension, a shock absorber (22) is disposed and one end thereof is rotatable attached to the back side of the lower frame (2) and the other end thereof is rotatable connected to the frame (10).
According to this conventional construct-ion, at the time of using the seat, i.e. at the time of bottoming thereof, the X-shaped links (3) are compressed so that the height of the upper frame is shortened accordingly. However, because the shock absorber (22) is located at a substantially middle portion of the seat suspension and the pair of springs (12) are also located in the vicinity of the middle portion of the seat suspension at an upper part thereof, it was impossible to make the seat suspension thin on the whole.
Hereinafter, a body-weight adjusting device for a seat suspension constructed according to the present invention will be described with reference to Figure 3 and Figure 4. The same numerical references are used for parts that correspond to parts in Figure 1 and Figure I
A seat suspension according to the present invention has a connecting rod (25) movable along a seat suspension body in the lateral direction thereof and a pair of bell cranks (26) rotatable attached to a fixing portion, e.g. an under surface of the upper frame (1) by means of a spindle (owe One end of each bell crank is pivotal connected to the connecting rod (25) 3L239~7~`~
with a prescribed distance by means of a spindle (28). The other end of each bell crank us latched to one end of a respective -tension spring (12). Of course, the pair of bell cranks (26) rotate on the same manner synchronously at the time of movement of the connecting rod (25).
Furthermore, a rotation shaft (29) us mounted substantially parallel to the connecting rod (25) and a control lever (30) us mounted in a direction substantially perpendicular to the rod (25). A locking means (31) us provided where the shaft (29) connects to the control lever (30~. Moreover, at the front end of the rotation shaft (29), a cam (33) us formed integrally thereon and the end face thereof us formed to be a cam face (34).
Furthermore, one of the bell cranks (26) has another arm or extension and on thus extension a pun (or a roller) (35) us mounted so as to abut the cam face (34) of sand cam (33).
The locking means (31) may be unlocked, for example, by pulling a lever (32) toward the control lever (30). Thus may be carried out by simultaneously gripping the control lever (30) by the same hand controlling same. Thus one can optionally control the rotation shaft (29) by means of the control lever (30) and also interrupt the rotation of the rotation shaft (29) to have been locked the locking means (31) by releasing the hand controlling the lever (30). Since this construction us publicly known, detailed description thereof may be omitted.
15~
With the above-mentioned construction, the cam is rotated by raising or lowering the control lever (30) which is unlocked by operating the locking means of the lever (32) and the pin (35) is controlled by the cam face (34) as shown in Figure 4. As a result the bell crank (26) at the right side as shown in Figure 3 rotates around the spindle (27). At the same time, the bell crank (26) at the left snide as shown in Figure 3 also rotates. In other words, the pair of bell cranks (26) rotate synchronously so that the tension of the par of springs (12) can be changed. Thus an adjustment in proportion to the body-weight of a passenger sitting on a seat can be effected.
According to the present invention, in this case, it is possible to effect the above-mentioned adjustment by merely raising or lowering the control lever (30). The above-mentioned adjustment is possible while using the seat and moreover it is also possible to make the same adjustment even when the door is closed.
Now, if the orthogonal condition of the cam (33) as shown in Figure 3 is 40 mm, the angle as shown in Figure 4 is 14 degrees and further the control angle of the control lever (30) is around 180 degrees, the maximum adjustment in the suspension is around 11 kg in the case of a private car.
However, since it is possible to make the distance between the pair of springs (12) wider than the distance in a conventional suspension, there can be more space in the middle portion of the seat suspension. Therefore the cushioning pad may be lowered so as to make the seat suspension thin compared with a conventional one.
Claims (8)
1. A body-weight adjusting device for a seat suspension comprising a connecting rod movable along a seat suspension body generally in the lateral direction thereof, a pair of bell cranks pivotally attached to a fixed portion, one end of each bell crank being connected to said connecting rod at a prescribed distance from the pivot point of the crank, one end of each of a pair of tension springs being attachable to a respective X-shaped or parallel link forming said seat suspension body, the other end of each of said tension springs being connected to another end of a respective one of said bell cranks, a rotation shaft adapted to be mounted in a direction substantially parallel to said connecting rod and connected to a control lever that extends in a direction substantially perpendicular to said connecting rod, a locking means for said rotation shaft mounted between said control lever and said rotation shaft, and a cam arranged on said rotation shaft and having a cam face that engages a pin arranged on either one of said bell cranks or the connecting rod.
2. A body-weight adjusting device for a seat suspension according to claim 1 in combination with the seat suspension, wherein the seat suspension comprises an upper frame, a lower frame, a pair of X-shaped or parallel links and a shock absorber, and the upper and lower ends either at the front or the back side of each of the pair of links are rotatably attached to said upper and lower frames and the other upper and lower ends of the links at the front or the back side thereof slidably engage the upper frame and the lower frame, said pair of links being connected to the left and right sides of said two frames so as to extend along said left and right sides.
3. A body-weight adjusting device and a seat suspension according to claim 2 wherein the upper ends of the links at the side where the upper frame is not rotatably attached to the links are connected together by means of a frame member and the side of the upper frame which is not rotatably attached to the links is supported by means of said frame member from the bottom.
4. A body-weight adjusting device and a seat suspension according to claim 3 wherein the upper frame comprises a flat plate substantially corresponding in shape to the shape of the lower frame.
5. A body-weight adjusting device and a seat suspension according to claim 2, 3 or 4 wherein the pair of bell cranks are rotatably connected to an undersurface of the upper frame.
6. A body-weight adjusting device of a seat suspension comprising:
(a) a link means constituting said seat suspension;
(b) a pair of tension springs each being connected at one end thereof to one of the upper ends of said link means;
(c) a pair of rotatable bell cranks each being connected at one end thereof to the other end of each of said tension springs;
(d) a connecting rod rotatably connected to each bell crank at another end of said crank;
(e) pin means formed on one of said bell cranks such that it projects therefrom;
(f) a rotary shaft arranged in a direction substantially parallel with said connecting rod;
(g) a control lever connected to said rotary shaft such that it is disposed in a direction substantially perpendicular to the axis of said rotary shaft; and (h) a cam provided on said rotary shaft, said cam having an engaging surface such that movement of said cam surface against the pin means results in a rotational movement of the bell cranks.
(a) a link means constituting said seat suspension;
(b) a pair of tension springs each being connected at one end thereof to one of the upper ends of said link means;
(c) a pair of rotatable bell cranks each being connected at one end thereof to the other end of each of said tension springs;
(d) a connecting rod rotatably connected to each bell crank at another end of said crank;
(e) pin means formed on one of said bell cranks such that it projects therefrom;
(f) a rotary shaft arranged in a direction substantially parallel with said connecting rod;
(g) a control lever connected to said rotary shaft such that it is disposed in a direction substantially perpendicular to the axis of said rotary shaft; and (h) a cam provided on said rotary shaft, said cam having an engaging surface such that movement of said cam surface against the pin means results in a rotational movement of the bell cranks.
7. The body-weight adjusting device of a seat suspension in accordance with claim 6 wherein said link means comprises a pair of X-shaped links or a pair of two-parallel links.
8. The body-weight adjusting device of a seat suspension in accordance with claim 6 wherein a locking means is provided between said control lever and said rotary shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000472345A CA1239574A (en) | 1985-01-18 | 1985-01-18 | Body-weight adjusting device of a seat suspension |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000472345A CA1239574A (en) | 1985-01-18 | 1985-01-18 | Body-weight adjusting device of a seat suspension |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1239574A true CA1239574A (en) | 1988-07-26 |
Family
ID=4129608
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000472345A Expired CA1239574A (en) | 1985-01-18 | 1985-01-18 | Body-weight adjusting device of a seat suspension |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1239574A (en) |
-
1985
- 1985-01-18 CA CA000472345A patent/CA1239574A/en not_active Expired
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |