GB2337926A

GB2337926A - Track-based seating for a vehicle

Info

Publication number: GB2337926A
Application number: GB9812124A
Authority: GB
Inventors: Francis Edward Craig; Robert Walkley
Original assignee: MAGNA SEATING SYSTEMS Ltd
Current assignee: MAGNA SEATING SYSTEMS Ltd
Priority date: 1998-06-06
Filing date: 1998-06-06
Publication date: 1999-12-08
Anticipated expiration: 2018-06-06
Also published as: GB9812124D0; GB2337926B

Abstract

A seating unit for a vehicle is latchable to the floor of the vehicle by way of a track 11 extending along the vehicle floor. The seating unit has at least one floor latch adapted to engage with the track. The track has a plurality of entry positions 20 spaced along the track to receive the seating unit loor latch and also has a plurality of locking positions 30 situated between each of said entry positions at which locking positions the seat may be locked to the track. The seating unit can thus be installed and removed at a number of positions, and is also adjustable in position along the track. The seating unit also includes a height adjustment mechanism to lower the height of the seat when in certain folded configurations.

Description

2337926 TRACK-BASED SEATING FOR A VEMCLE The present invention relates to

vehicle seating, and in particular to seating units which may be easily installed in a num r of positions and orientations within the vehicle, and also removed therefrom.

There is a wide variety of removable and folding seat designs for vehicles in the prior art. However, customer demand has led to ever more versatile arrangements for seating units in vehicles which can readily be deployed in a number of places, easily removed, and even folded differently according to use.

It is an object of the present invention to provide a versatile seating unit which can readily be deployed in a number of positions in the vehicle, in a number of configurations corresponding to both folded and unfolded conditions.

It is a further object of the present invention to provide a versatile seating unit which has a simple, compact, easy to use, and robust folding and installation / removal mechanism.

According to the present invention, there is provided a track seating mechanism for a vehicle comprising:

a seating unit including at least one floor latch adapted to engage with a track for mounting in the vehicle floor; at least one said track, the track including a plurality of entry positions spaced along said track to receive said seating unit floor latch and further including a plurality of locking positions situated between 1 each of said entry positions at which locking positions the seat may be locked to the track.

According to a further aspect, the present invention provides a track seating mechanism for a vehicle comprising:

a seating unit including at least one floor latch adapted to engage with a track for mounting in the vehicle floor; at least one said track, the track being adapted to receive said floor latch into said track at a plurality of entry positions along the track, the floor latch being adapted switch between a free-running condition in which it is in sliding engagement with said track and a locked position in which it is immovably locked to the track.

According to a further aspect, the present invention provides a track for receiving a floor latch of a vehicle seating unit, the track including a plurality of entry positions spaced along said track to receive a said seating unit floor latch into sliding engagement with the track and further including a plurality of locking positions situated between each of said entry positions at which locking positions the seat may be locked to the track.

According to a further aspect, the present invention provides a seat base module for engagement of a seating unit with a track in a vehicle floor, the base module comprising at least one downwardly extending rod projecting from the underside of the base module including a flange at a distal end thereof, the base module including an actuator mechanism to drive said rod in a longitudinal direction between an extended and a retracted position.

2 According to a further aspect, the present invention provides a vehicle seating unit comprising a base module, a cushion support frame and a squab support frame, the cushion support frame and the squab support frame each being rotatable about an axis of rotation defined by the base module, and each able to assume at least one of a vertical fold condition and a horizontal fold condition, the base module including a height adjustment mechanism for enabling lowering the axes of rotation of the cushion support frame and the squab support frame when either the cushion support frame is moved toward a vertical fold condition or the squab support frame is moved toward a horizontal fold condition.

Embodiments of the present invention will now be described with reference to the accompanying drawings in which: Figure 1 shows a schematic side view of a seating unit (without 15 upholstery) in a normal deployed condition with a base module according to one embodiment of the present invention; Figure 2 shows a side view of the seating unit of figure 1, in a reclined condition; Figure 3 shows a side view of the seating unit of figure 1, in a 20 vertical folded condition; Figure 4 shows a side view of the seating unit of figure 1, in a horizontal folded condition; Figure 5 shows a perspective view of a track, for installation in a vehicle floor, for receiving the seating unit of figures 1 to 4; 25 Figure 6 shows a cross-sectional end view, on line A-A, of the track of figure 5; Figure 7 shows a cross-sectional side view, on line B-B, of the track of figure 5; Figure 8 shows a cross-sectional end view of an alternative 30 section of track to that shown in figure 5, on a section analogous to line C-C of figure 5; 3 Figure 9 shows a detailed side view of a latch mechanism of the base module of figures 1 to 4; Figure 10 shows a detailed perspective view of the base module of figures 1 to 4 incorporating a lift mechanism; Figure 11 shows a schematic side view of the base module of figure 10; Figure 12 shows a perspective view of an actuator mechanism for engaging and disengaging the lift mechanism of figure 10; Figures'13 to 24 show schematic diagrams of the seating unit of figure 1 in varying configurations illustrating the operation of the actuator mechanism of figure 12, in which figures 13 to 18 depict the action of a cushion operated cam, and figures 19 to 24 depict the action of a squab operated cam; and Figures 25 and 26 show schematic perspective diagrams of the seating unit of figure 1 useful in explaining operation of a control disc.

Throughout the present specification, it will be understood that references to "vertical" and "horizontal", forward and rear, refer to orientations arising from conventional installation of the seating unit on the floor of a vehicle.

With reference to figures 1 to 4 there is shown a schematic side view of a seating unit 1 suitable for use with the present invention. The seating unit 1 comprises the major components of cushion support frame 2, squab support frame 3, folding head restraint support frame 4, and base module 5.

Base module 5 is adapted to plug into a track-based floor mounting system as will be described herein, which provides both a longitudinal 4 adjustment mechanism for adjusting positioning of the seating unit 1 within a vehicle, and also provides a versatile installation / removal mechanism.

The cushion support frame 2 (hereinafter also "cushion"), squab support frame 3 (hereinafter also "squab") and head restraint support frame 4 (hereinafter also "head restraint") are all shown without upholstery, which can be attached to the various frames using any convenient known techniques. The frames may be of any type suitable for bearing the required seating loads, which may include integral seat belt loadings, which types may include moulded reinforced plastics constructions or conventional metal frames.

The seating unit 1 is shown in figure 1 in what is described herein as the normal deployed condition. The seating unit 1 is shown in figure 2 in what is described herein as the reclined condition. The seating unit 1 is shown in figure 3 in what is described herein as the vertical folded condition. The seating unit 1 is shown in figure 4 in what is described herein as the horizontal folded condition.

In the horizontal and vertical folded conditions, the cushion and squab assume positions substantially parallel to one another (taking into account limitations due to the depths of upholstery), and each occupy near-horizontal or near-vertical planes, which expressions are intended to include the slight drop position of cushion as illustrated in figure 4.

There may be other positions of squab 3 intermediate or beyond the positions shown in figures 1 and 2. Similarly, there may be other positions of cushion 4 intermediate or beyond the positions shown in figures 3 and 4.

The horizontal folded condition (figure 4) is particularly adapted for use when the seating unit 1 is provided as a rear seat in a vehicle, ie.

immediately forward of a luggage bay. The horizontal fold provides for extending a load bay floor positioned behind the seating unit, particularly where the existing load bay floor is somewhat higher than the floor on which the seat is mounted, as is commonly the case.

In this respect, the base module 5 may also be adapted to provide for a combined lowering of the squab and cushion when the seating unit is placed into the horizontal folded condition, using an appropriate mechanism to be described later, which results in a flatter extended load bay floor.

The vertical folded condition (figure 3) is also particularly, though not exclusively, suited for use when the seating unit 1 is provided as a rear seat in a vehicle, ie. immediately behind the front seats, or as a front passenger seat. The vertical fold provides for stowage of the seating unit immediately behind a forward seat. The track mechanism to be described hereinafter facilitates sliding of the seat forwards in the vehicle to a position immediately behind the forward seat.

Alternatively, the vertical fold allows for creation of a larger stowage area immediately in front of the seating unit, better utilising the foot well. The track mechanism to be described hereinafter facilitates sliding of the seat backwards in the vehicle to a suitable position therefor.

6 The base module 5 may also be adapted to provide for a combined lowering of the squab and cushion when the seating unit is placed into the vertical folded condition, using an appropriate mechanism to be described later, to improve visibility within the vehicle.

The track mechanism to be described hereinafter also facilitates removal and insertion of the seat from such various positions described.

In the seat as shown in figures 1 to 4, the cushion and squab are 10 therefore preferably mounted on the base module using a coaxial fold mechanism as described in co-pending UK patent application no.. 98!Z1Z3.5, entitled "Folding mechanism for a seat", which enables the seating unit to controllably assume the folded, deployed and reclined positions shown.

With reference to figure 5, there is shown a track module 10 suitable for attachment of the seat of figures 1 to 4 to a vehicle floor. The track comprises a hollow section tube 11, preferably of rectangular crosssection as shown, having side walls 12, 13, base 14 and upper surface 15. However, other profiles may be used such as curved, or dual adjacent 1 sections, for example.

The upper surface 15 of the track includes an elongate access slot 16 or opening which extends along the length of the hollow section tube 11 thus defining a left and a right platform 17, 18 projecting laterally over the channel 19 defined by the hollow section tube 11.

The track 10 may be formed in unitary lengths for coupling together to form a desired length within the vehicle, or may be formed of an 7 appropriate overall length for the particular application. Preferably, the track modules 10 are recessed into the vehicle floor, the left and right platforms 17, 18 lying approximately flush with the vehicle floor.

In the preferred embodiment of figure 5, a plurality of entry positions 20 are formed (two are shown in the length of figure 5) by corresponding cut away segments 21, 22 in respective left and right platforms 17, 18.

Although corresponding pairs of segments 21, 22 define boundaries of a circle in the preferred embodiment, it will be understood that the cut away segments may assume other shapes which serve to effectively locally widen the access slot 16 at an entry position 20.

The entry positions 20 are preferably spaced at regular intervals, and may be provided in pairs corresponding to a base module 5 to be described later.

The hollow tube section 11 preferably also includes a concave depression 23 in the base 14 immediately below each entry position 20, the function of which will be described in connection with the base module 5.

Between each entry position 20 are preferably provided a plurality of locking positions 30. In the embodiment shown in figure 5, four locking positions are shown between each entry position: however, this number is arbitrary. Each of the locking positions 30 is preferably defined by another pair of cut-away segments 31, 32 in respective left and right platforms 17, 18. However, these cut-away segments 31, 32 are defined 8 by a considerably reduced radius circle than that which defines the cutaway segments 21, 22 at entry positions 20.

Thus, the segments 31, 32 generally effectively widen the access slot 16 at a locking position 30, but not by as much as the segments 21, 22 at an entry position 20.

Referring now to figures 9 and 10, there is shown a floor latch member of the base module 5. As best seen in figure 10, the base module 5 preferably includes two such floor latch members 41, 42 at respective forward and rear ends of the base module.

The floor latch members 41-42 each comprise a downwardly extending rod 45, which projects below a base platform 43 or 44 of the base module. The base platform 43, 44 is adapted to rest on and bridge the left and right platforms 17, 18 of the track module 10.

The floor latch rod 45 is coupled, at the upper end thereof, to an actuator rod 50, by way of a pin 51 which passes through the floor latch rod 45 and rides in a slot 52 in the base module sidewall 53.

The floor latch rod 45 includes a flange 46 (eg. a "dumb-bell" type end) which serves to widen the rod at one end thereof. Preferably, the flange 46 includes a rebated upper surface 47 which thereby defines a shoulder portion 48.

In the preferred embodiment, the rod 45, including the flange 46 and the shoulder portion 48 are all circular in cross-section, but could be other 9 shapes to correspond with features of the track module 10 to be described.

The rod 45 preferably also includes a spring loaded ball bearing 55 which projects out below the lower surface 56 of the flange 46. As will be described later, the actuator rod 50 is coupled to an actuator mechanism which serves to drive the floor latch rod 45 between an extended and a retracted position. The extended position is shown in figure 9 and the retracted position in figures 10 and 11. In the retracted position, the floor latch rod is drawn up toward the base module platform 43 by a distance slightly greater than the height of the shoulder portion 48 above the rebated upper surface 47 of the flange 46.

With particular reference now to figures 5 and 9, the interoperation of 15 the floor latch member 40 and the track module 10 will now be described.

The diameter df of the flange is slightly less than the diameter d, of the circles defined by the entry position segments 21, 22. The diameter d, of the shoulder portion 48 is slightly less than the diameter d, of the circles defined by the locking position segments 31, 32. The diameter d, of the rod 45 is slightly less than the width w, of the slot 16.

Thus, with the rod 45 in its extended position, the rod 45 and flange 46 can be inserted into the track modules 10 at entry positions 20. It is then possible to slide the base module 5 along the track 10 to a desired position, preferably corresponding to a locking position 30.

At the locking position 30, the actuator rod 50 is operated to drive the floor latch rod 45 to its retracted position. It this instance, the shoulder portion 48 of the flange 46 will enter the segments 31, 32 and lock therein, precluding further sliding movement along the track 10. A large proportion of the rebated upper surface 47 will bear against the underside of the left and right track platforms 17, 18.

Preferably, the floor latch rods 41, 42 are biassed to the retracted position so that they will automatically jump into a locking position unless the actuator rod 50 is deployed to maintain the rods 45 in the extended position.

The base module 5, and thereby the seating unit 1 will be securely located in the desired position along the track 10. The seating unit can be slid to any suitable locking position along the track 10 by driving the rod 45 back to the extended position to release shoulder 48 from the cut away segments 31, 32.

In order to provide the user with a clear indication of the location of an 20 entry / exit position, the spring loaded ball bearing 55 normally runs smoothly along the base 14 of the track. However, on meeting the concave depression 23, the ball bearing 55 drops into the depression thereby offering an increased resistance to further movement of the base module 5 along the track 10.

Although the position indicator has been described in terms of a spring loaded ball bearing and circular depression, it will be understood that other forms of detent mechanism could be provided between the floor latch rod and the track 10.

11 By having a plurality of entry positions 20 strategically located along the track 10 in the vehicle, it is possible to install or remove the seat from various locations in the vehicle. This means, for example, that all moveable seating units 1 provided in the vehicle could be stowed in the vertical folded condition, one behind the other in close proximity, leaving the rest of the vehicle body normally occupied by those seats completely free. For example, the vehicle could be configured so that all passenger seats can be installed in a vertical folded condition in the position normally occupied by the front passenger seat.

In a preferred embodiment of seating unit 1, the base module 5 would be identical on both the left and right hand sides of the seating unit, serviced by two parallel tracks running the length of the vehicle. This would ensure that seats could be removed and reinstalled facing in the opposite direction. Because of the non-directionality of the track-based latching mechanism, full engagement and sliding functionality is still achieved even when the seats are installed in a reverse facing position.

In another embodiment, the vehicle may be provided with a number of parallel tracks extending longitudinally in the vehicle at regular spacings across the width of the vehicle. In this case, the seating units may be installed at various lateral positions across the vehicle, not necessarily conforming to conventional left and right sides of the vehicle, but at a number of possible intermediate positions.

With reference to figure 8, there is shown a variation on the track profile of figure 6. It this instance, the cut away segments 31a, 32a are formed only as rebates in the underside of the left and right platforms 17, 18 of 12 an appropriate depth to receive the shoulder portion 48. This provides an appropriate locking position without variation in the width w, of the slot 16.

With reference now to figures 10 and 11, details of the seat lifting mechanism will be described. The squab support frame 3 and the cushion support frame 2 are both mounted onto the base module 5 by a riser block 60 which includes a pair of downwardly extending legs 61, 62 which ride up and down in forward and rear guides 63, 64 on the base platform front and rear portions 43, 44, respectively. The riser block 60 is preferably biassed to an up position (as shown in figure 10) by a pair of spring or gas pistons 70, 71. The legs 61,62 may each include a channel 72 to correspond with a rib 73 on the respective guide 63,64.

The riser block 60 is adapted to be locked into either an up position (as shown) or a down position (not shown) by way of forward and rear pairs of opposing locking bars 66, 67 each pair of which includes a transverse rod 68, 69 which can engage with one of two notches 75, 76 in each downwardly extending leg 61,62.

Where more than two independent height positions of the seat are required, further notches may be incorporated in the legs 61, 62 at intervals between the upper notch 76 and the lower notch 75.

An actuator mechanism 80 is provided to release and engage the opposing locking bars 66, 67 to and from their corresponding legs 61, 62. The actuator mechanism includes a rotatable control disc 81 which includes first and second arcuate slots 82, 83 therein. The arcuate slots 13 are adapted to guide first and second control rods 84, 85 through predetermined arcs according to the form of the respective slot, when the control disc rotates on its axis.

First and second connecting rods 87, 88 link the first control rod 84 respectively to the forward and rear locking bars 66, 67. Third and fourth connecting rods 89, 90 link the second control rod 85 respectively to the forward and rear floor latch rods 45.

The first and second connecting rods 87, 88 each comprise a link which is pivotably coupled, at one end to the control rod 84, and at the other end to one of the locking bars 66, 67. (As shown, these links may be duplicated in front and behind the control disc 81) The third and fourth connecting rods 89, 90 however, each comprise a cranked arm which is 15 pivotably coupled, at one end to the second control rod 85, and at the other end to one of the floor latch rods 45, and each is also pivoted about an axis 91, 92 in fixed relation to the base module base platform. Thus, and upward motion of the second control rod 85 is translated to a downward motion of the floor latch rods.

From the position shown in figure 11, in which the forward and rear lockm'g bars 66, 67 are respectively engaged with lower notches 75, rotation of the control disc 81 in a clockwise direction causes an upward movement of the first control rod 84, thereby pulling on first and second connecting rods 87, 88 to disengage forward and rear transverse rods 68, 69 from the respective notches 75. The riser block 60 is thereby free to descend (against the bias of spring pistons 70, 71). No corresponding movement of the second control rod 85 is observed, because the relevant portion of the arcuate second slot 83 is 14 circumferential about the control disc axis 86. Rotation of the control disc is limited by the end of the first and second slots 82, 83.

Again, from the position shown in figure 11, if the control disc 8 1 is rotated anticlockwise, no movement of the first control rod 84 is observed because the relevant portion of the arcuate first slot 82 is circumferential about the control disc axis 86. However, there will be an upward movement of the second control rod 85 which will be translated, by 'the third and fourth connecting rods 89, 90, into a downward movement of the floor latch rods 45. It will be recalled that the downward (extended) position of the floor latch rods 45 corresponds to an unlocked condition of the seating unit in the track module 10, thereby allowing sliding of the flange 46 within the track 10, and enabling release of the seating unit 1 from the floor.

Thus, in order to release the seating unit 1 from the floor of the vehicle, the control disc 81 must be rotated fully anticlockwise, which position can only be reached if the riser block is properly locked in either the upper or lower positions, ie. with the forward and rear transverse rods 20 68, 69 properly engaged with upper or lower notches 76, 75.

Rotation of the control disc may be effected by a suitable knob or other control linkage (described later) or may be automatically actuated with predetermined movements of the seating unit. The control disc is preferably biassed by a spring or other mechanism to the home position shown in figures 10 and 11.

With further reference to figures 12 to 24, a preferred drive mechanism for automatically releasing the riser block 60 to enable the seat to be adjusted up or down will now be described.

Figure 12 shows detail of a dual cam drive mechanism which uses movement of the squab support frame 3 or cushion support frame 2 to drive the control disc 81 in the required clock-wise direction of figures 10 and 11.

A first cam 100 and a second cam 101 are coupled to the pivot bar 65 about which both the squab support frame 3 and the cushion support frame 2 rotate. The first cam 100 is adapted to rotate about the pivot bar 65 in concert with the squab support frame 3, by connection thereto via a first collar 102. The second cam 101 is adapted to rotate about the pivot bar 65 in concert with the cushion support frame 2, by connection thereto via a second collar 103. Each of the cams 100, 101 is connected to the rotating control disc 81 via a respective first linkage 104 or second linkage 105 each of which are connected, at their lower ends, to a pair of cranks 106 which are connected by a crank shaft 107. The crank shaft 107 is connected to rotate the control disc 81 about its axis 86.

The profiles of the first and second cams 100, 101 are shown in schematic diagrams 19-24 and 13-18, respectively, each including a guide slot, 111 or 112 respectively.

The second cam 101 will be described first. Figure 13 shows the seating unit 1 in its normal deployed condition. The upper end 108 of the second linkage 105 resides in a notch 109 in the cam 101 guide slot. As the cushion support frame 2 is lifted toward the vertical folded position 16 (figure 14), the second linkage 105 is driven downwards to rotate crank 106, and thereby rotate control disc 81, in a clockwise direction. The forward and rear locking bars 66, 67 thereby release the riser block 60 and enable it to be lowered against spring pistons 70, 71.

At the same time as the riser block 60 is lowered, the upper end 108 of the second linkage 105 is freed from the notch 109 and allowed to travel freely up the guide slot 112 in the second cam 101, under the return bias of the control disc to its home position (figure 15). This, of course, is facilitated only when the lowering of the seat has been sufficient to allow engagement of the transverse rods 68, 69 into the respective upper notches 76. The cushion support frame 2 can continue its motion to the vertical folded condition (figure 15).

To raise the seat again to a normal deployed condition, it is only necessary to start to move the cushion 2 toward the normal deployed condition, which will drive the second linkage 105 downwards, thereby again rotating crank 106 to release the riser block 60 (figure 16). As the block rises, the upper end 108 of the second linkage 105 is moved 20 downwards with respect to the guide slot 112 in the second cam 101 and completion of the movement of the cushion 2 to the normal deployed position completes the movement of the upper end 108 of the second linkage 105 to the home position (figure 17).

It will be noted that, with reference to figure 18, the guide slot 112 in the second cam 101 includes an upper track which allows the end 108 of the second linkage 105 to travel freely when the riser block 60 remains in the lower position.

17 The operation of the first cam 100 will now be described. Figure 19 shows the seating unit 1 in its normal deployed condition. The upper end 110 of the first linkage 104 resides in the guide slot 111 in the first cam 100. As the squab support frame 3 is lowered toward the horizontal folded position (figure 20), the first linkage 104 is driven downwards to rotate the crank 106, and thereby rotate control disc 81, in a clockwise direction. The forward and rear locking bars 66, 67 thereby release the riser block 60 and enable it to be lowered. As the riser block 60 is lowered, the upper end 110 of the first linkage 104 is also free to travel around the upper track of guide slot 111 in the first cam 10 1, under the return bias of the control disc 81 to its home position (figure 21). This allows subsequent engagement of the transverse rods 68, 69 into the respective upper notches 76 when the riser block is fully lowered.

To raise the seat again to a normal use position, it is only necessary to start to move the squab 3 toward the normal deployed condition, which will drive the first linkage 104 downwards, thereby again rotating crank 106 to release the riser block 60 (figure 22). As the block 60 rises, the upper end 110 of the first linkage 104 is moved downwards with respect to the guide slot 111 in the second cam 101 and completion of the movement of the squab 3 to the normal deployed position is possible, the upper end 110 ofthe first linkage 104 returning to the home position (figure 23). The guide slot 111 includes sufficient length to allow the squab to be moved to the reclined position (figure 24) without release of the riser block.

It will be noted that each of the first and second cams 100, 101 have respective guide slot profiles 111, 112 which acconimodate movement of the crank shaft 107 and thus first and second linkages 104, 105 actuated 18 by the other linkage. For example, compare figure 13 and figure 19 which respectively show the second cam 101 (driven by the cushion 2) and the first cam 100 (driven by the squab 3). Movement of the squab 2 from the position of figure 13 to the position of figure 14 causes the crank 106 and thus crank shaft 107 to rotate. This movement is, of course, communicated also to the first linkage 104, but it can be seen from figure 19 that such movement is tolerated because the guide slot 111 can permit such movement.

With further reference to figures 10 and 11, the operation of the seat is enhanced by pawl mechanisms. A first pawl 92 is biassed to engage with a notch 96 in the control disc 81 when the control disc is rotated to the fully anticlockwise position. This holds the floor latch rods 45 in the extended position while the seating unit 1 is disengaged from the floor. The first pawl is preferably connected to a wire release or knob that can be operated when the seating unit 1 has been inserted into the track 10 and moved to a suitable position. Release of the first pawl will cause the control disc to return to its intermediate position of figure 11 under its own bias.

A second pawl 93 includes a finger 98, and is biassed so that the finger 98 engages with a notch 97 in the control disc 81 when the control disc is rotated to the fully clockwise position. As discussed earlier, this allows the seat to be pressed downward so that the riser block 60 travels downward. The biassed control disc is prevented from impeding this movement, being retained in its clockwise rotated condition by the second pawl. Once the riser block is moved to its lowest position, a nudge pin 95 extending downwards from the riser block 60 nudges a 19 heel portion 94 of the second pawl, disengaging the pawl 93 from the control disc 81.

With reference to figures 25 and 26, operation of the control disc 81 may be effected using a fold away handle connected to the crank 106, which can be unfolded from its home position of figure 25, parallel with the crank shaft 107, to an operation position of figure 26. It can then be operated in a clockwise motion (upward) as viewed in figure 26, to operate the control disc 81 to the position in which the second pawl is engaged and the seat can be lowered. It can also be operated in an anticlockwise motion (downward) as viewed in figure 26, to operate the control disc 81 to the position in which the first pawl is engaged and the floor latch rods are extended.

Claims

1. A track seating mechanism for a vehicle comprising:

a seating unit including at least one floor latch adapted to engage with a track for mounting in the vehicle floor; at least one said track, the track including a plurality of entry positions spaced along said track to receive said seating unit floor latch and further including a plurality of locking positions situated between each of said entry positions at which locking positions the seat may be locked to the track.

2. A track seating mechanism according to claim 1 in which the track comprises a hollow section tube having an elongate access slot extending along its length, the access slot being wider at each of said plurality of entry positions that at said plurality of locking positions.

3. A track seating mechanism according to claim 2 in which the access slot is wider at each of said plurality of locking positions than at intermediate positions therebetween.

4. A track seating mechanism according to claim 2, claim 3 or claim 4 in which said seating unit floor latch comprises a rod including a flange at one end thereof adapted to slide within and along said track.

5. A track seating mechanism according to claim 4 in which said rod has a diameter small enough to allow it to pass through said access slot at all longitudinal positions thereof, and has a diameter of flange such that the flange can only pass through said access slot at said entry positions.

21 6. A track seating mechanism according to claim 5 when dependent from claim 3 in which said flange includes a surface having a shoulder portion adapted to engage with each of said plurality of locking positions.

7. A track seating mechanism according to claim 4, claim 5 or claim 6 further including a control mechanism adapted to drive said rod between longitudinal positions corresponding to a locked and a free- running position of said flange within said track.

8. A track seating mechanism according to any preceding claim further including means for providing a tactile indication, during sliding said seating unit along said track, of when said floor latch reaches a position in said track corresponding to an entry position.

9. A track seating mechanism according to claim 8 in which said tactile indicator comprises a spring loaded member, on said latch, which engages with a detent in said track.

10. A track seating mechanism for a vehicle comprising:

22 A track for receiving a floor latch of a vehicle seating unit, the track including a plurality of entry positions spaced along said track to receive a said seating unit floor latch into sliding engagement with the track and further including a plurality of locking positions situated between each of said entry positions at which locking positions the seat may be locked to the track.

12. A track according to claim 11 comprising a hollow section tube having an elongate access slot extending along its length, the access slot being wider at each of said plurality of entry positions than at said plurality of locking positions.

13. A track according to claim 12 in which the access slot is wider at each of said plurality of locking positions than at intermediate positions therebetween.

14. A track according to claim 13 in which each of said entry positions comprises a pair of opposing segments cut from said tube wall adjacent said slot to form a hole of first diameter.

15. A track according to claim 14 in which each of said locking positions comprises a pair of opposing segments cut from said tube wall adjacent said slot to form a hole of second diameter.

16. A track according to any one of claims 11 to 15 further including a detent formed in said track at each entry position.

17. A seat base module for engagement of a seating unit with a track in a vehicle floor, the base module comprising at least one downwardly 23 extending rod projecting from the underside of the base module including a flange at a distal end thereof, the base module including an actuator mechanism to drive said rod in a longitudinal direction between an extended and a retracted position.

18. A seat base module according to claim 17 in which said flange includes an upper surface having a shoulder portion for engagement with a shoulder receiving portion of a track when the rod is in a retracted position.

19. A seat base module according to claim 17 or claim 18 further including a spring loaded ball bearing on the underside of said flange.

20. A vehicle seating unit comprising a base module, a cushion support frame and a squab support frame, the cushion support frame and the squab support frame each being rotatable about an axis of rotation defined by the base module, and each able to assume at least one of a vertical fold condition and a horizontal fold condition, the base module including a height adjustment mechanism for enabling lowering the axes of rotation of the cushion support frame and the squab support frame when either the cushion support frame is moved toward a vertical fold condition or the squab support frame is moved toward a horizontal fold condition.

21. A vehicle seating unit according to claim 20 in which the axes of rotation of the cushion support frame and the squab support frame are coaxial, the seating unit further including a coaxial folding mechanism for controlling the angles between the cushion support frame and the base module, and between the squab support frame and the base module.

24 22. A vehicle seating unit according to claim 21 in which said coaxial folding mechanism is adapted to enable folding of the seating unit such that both the cushion support frame and squab support frame can be folded together to lie substantially parallel to one another in both nearhorizontal and near-vertical planes.

23. A vehicle seating unit according to any one of claims 20 to 22 in which said base module includes a riser block supporting said squab support frame and said cushion support frame, the riser block displaceable in a vertical direction between at least two positions in the base module, and releasable from said at least two positions by a rotating cam, the rotating cam being independently operable by a first link member coupled to the squab support frame and a second link member coupled to the cushion support frame.

24. A vehicle seating unit according to claim 23 in which said first link member is coupled to the squab support frame such that one end of said link member rides within a guide slot of a first control cam.

25. A vehicle seating unit according to claim 23 or claim 24 in which said second link member is coupled to the cushion support frame such that one end of said second link member rides within a guide slot of a second control cam.

26. A vehicle seating unit according to claim 25 in which the guide slot of said second control cam includes a notch for engaging said one end of said second link member at an intermediate position of the guide slot of the second control cam.

27. A track seating mechanism substantially as described herein with reference to the drawings.

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