GB2378644A

GB2378644A - Vehicle seat construction

Info

Publication number: GB2378644A
Application number: GB0119231A
Authority: GB
Inventors: Peter Kevin Cook; Colin Ronald Curry; Richard Johnathan Howells
Original assignee: Johnson Controls Technology Co
Current assignee: Johnson Controls Technology Co
Priority date: 2001-08-07
Filing date: 2001-08-07
Publication date: 2003-02-19
Anticipated expiration: 2021-08-07
Also published as: GB0119231D0; GB2378644B

Abstract

The seat cushion frame 32 is secured to the back frame 34 by a pair of opposed connector assemblies located on opposite sides of the seat, each connector comprising an elongate anchor shaft 40 secured to one frame and extending through an aperture of a connector member 48 on the other frame. Member 48 allows the shaft to enter the aperture in a radial direction of the shaft and stop means, eg conical formations 46, are provided on each shaft to prevent relative axial movement between it and the associated member 48.

Description

SEAT The invention relates to a seat particularly, but not exclusively, for a motor vehicle.

The front seat cushion frame 10 of a motor vehicle seat may include channel-shaped brackets 12 mounted on opposite sides thereof, as shown in Figure 1. Corresponding connectors 16 may be provided on opposite sides of the front seat back frame 14 so that each of the connectors 16 protrudes into a channel defined by a respective bracket 12 when the seat back frame 14 is aligned with the seat cushion frame 10.

In order to mount the seat back frame 14 on the seat cushion frame 10, when the two frames 10,14 are aligned, each of the connectors 16 may be secured within the respective channel 18 at two anchor points 20,22 spaced along the length thereof, as shown in Figure 2.

This may be achieved, for example, by bolting the connectors 16 to the brackets 12 and/or securing each of the connectors 16 to one or more anchor shafts 24 located in the channel 18.

Such anchor shafts 24 are generally elongate members welded between sidewalls 26, 28 of the channels 18 so that each of the connectors 16 may be snap-fittingly engaged with a respective anchor shaft 24 by means of an aperture provided in the connector 16.

The nature by which each of the connectors 16 is secured to a respective bracket 12 is dependent, to a certain degree, upon whether it is desirable to detach the seat back frame 14 to the seat cushion frame 10.

In 5-door vehicles having rear seats that are accessible via rear doors, the connectors 16 may be permanently secured to the brackets 12 at both anchor points 20,22 by bolts and/or anchor shaft receiving apertures.

In 3-door vehicles having rear seats but no rear doors, the front seats may be adapted in order to enable the seat backs to be tipped forward to permit entry/exit to/from the rear seats. For example, the connectors 16 may be releaseable to permit the seat back frame 14 to pivot about the forwardly located anchor points 20. In such arrangements the rearwardly located anchor points 22 may take the form of anchor shafts 24 to which the connectors 16 are detachably secured by releaseable anchor shaft receiving apertures.

Regardless of whether the seat back frame 14 of a vehicle seat is to be pivotal about forwardly located anchor points 20, the connectors may be secured at both the forwardly and/or rearwardly located anchor points 20,22 using anchor shafts 24.

However, in order to fall within manufacturing tolerances, the width of the channel 18 defined by a bracket 12, and therefore the length of the associated anchor shaft 24 (where provided), is often longer than is required. This ensures that the seat back connectors 16 can be aligned with the anchor shafts 24. There is therefore often a certain degree of axial freeplay of the seat back relative to the seat cushion in a constructed vehicle seat. Such axial freeplay is undesirable because it creates noise.

Also, the connector and bracket components, including the anchor shafts, are generally made of metal. The metal to metal contact between the components can create additional noise if the vehicle seat is caused to

vibrate, causing radial movement of the components, during operation of the vehicle.

It is particularly important to vehicle manufacturers to reduce the amount of noise that is created within the interior of a vehicle.

According to an aspect of the invention there is provided a vehicle seat having a seat cushion frame and a seat back frame, the seat cushion frame being secured to the seat back frame by a pair of opposed connector assemblies, a first of the connector assemblies being located on one side of the seat and a second of the connector assemblies being located on the opposite side of the seat, each connector assembly including at least one elongate anchor shaft secured to one of the frames and an associated connector member secured to the other frame, the anchor shaft of each connector assembly extending through an aperture formed in the associated connector member to secure the anchor shaft to the connector member, the associated connector member being adapted to enable said anchor shaft to enter the aperture in a radial direction of the shaft, the first and second connector assemblies including first and second stop means respectively which co-operate to prevent relative axial movement between the anchor shaft and associated connector member of both the first and second connector assemblies.

The connector assembly provides a means for securing the seat back frame to the seat cushion frame in manner that is secure and resists separation in the event that an impact load is applied to the seat.

By preventing axial freeplay of the frames relative to each other, the connector assembly eliminates noise that would otherwise be created by such movement.

Further advantageous features of the invention are set out in Claims 2-11 appended hereto.

Various aspects of the invention will now be described, by way of nonlimiting examples with reference to the accompanying drawings in which : Figure 1 shows a schematic arrangement of a vehicle seat ; Figure 2 shows a cross-sectional view of the vehicle seat of Figure 1 along the line I-I ; Figure 3a shows a schematic view of a vehicle seat according to an embodiment of the invention ; Figures 3b and 3c show cross-sectional views of the vehicle seat of Figure 3a along the line II-II ; Figures 4-6 show anchor shafts for use in the vehicle seat of Figure 3a ; Figures 7 and 8 show engagement of a connector member with the anchor shaft of Figure 6 ; and Figures 9 and 10 show connector members for use in the vehicle seat of Figure 3a.

Referring to Figures 3a-3c, a vehicle seat 30 according to an embodiment of the invention is shown.

The seat 30 includes a seat cushion frame 32 and a seat back frame 34. The seat cushion frame 32 includes two connector assemblies 36 wherein each of the connector assemblies 36 has a channel-shaped bracket 38 secured to an opposite side of the seat cushion frame 32.

Each of the channel-shaped brackets 38 includes an elongate anchor shaft 40 secured between the sidewalls 42,44 thereof so that it extends across the width of the channel defined by the respective bracket 38. The anchor shafts 40 are axially aligned with each other.

Each of the anchor shafts 40 includes a wedge-shaped stop member 46 on an end that is located furthest away from the seat cushion frame 32. The relative orientation of the stop members 46 is such that they provide opposed stop members 46 on the axially aligned anchor shafts 40.

The seat back frame 34 includes connector members 48 protruding from opposite sides thereof. Each of the connector members 48 forms part of a respective connector assembly 36.

The connector members 48 may be engageable with the anchor shafts 40 by means of, for example, receiving apertures defined by clamp or claw-type connector components (not shown) provided on the connector members 48.

The distance A separating the connector components 48 is such that when the seat back frame 34 is aligned with the seat cushion frame 32, and each of the connector members 48 is engaged with a respective anchor shaft 40, each of the connector members 48 engages a respective stop member 46.

The shape and relative orientation of the stop members 46 wedges the connector members 48 therebetween and prevents axial movement of the

connector members 48 on the axially aligned anchor shafts 40. Axial movement of the seat back frame 34 relative to the seat cushion frame 32 is thereby prevented and noise that would otherwise be created by such movement is reduced.

In order to take account of manufacturing tolerances, and to ensure that the connector members 48 engage the stop members 46 when they are engaged with the anchor shafts 40, the distance A between the connector members 48 is relatively larger than the distance B between the opposed stop members 46.

In order to prevent non-restricted pivoting of the seat back frame 34 relative to the seat cushion frame 32, the connector assemblies 36 may include a second pair of axially aligned anchor shafts 40, with which the connector members 48 may be engaged.

Alternatively, the connector assemblies 36 may include a pair of axially aligned securing members such as, for example, bolts to secure the connector members to the brackets 38 at a second anchor point 49.

Referring now to Figure 4, an anchor shaft 40 that may be used in each of the connector assemblies 36 of the vehicle seat 30 of Figures 3a-3c is shown.

The anchor shaft 40 is an elongate member that is formed from a rigid material such as, for example, steel.

The elongate member defines a generally cylindrical primary engagement surface 52, and includes a truncated cone-shaped stop member 46 on each side of the primary engagement surface 52. The stop members 46 are

located relative to the primary engagement surface 52 so that the surface 56 of each stop portion 46 tapers outwards as it extends away from the primary engagement surface 52.

The stop members 46 are formed from a resilient material 58 such as, for example, a relatively hard rubber compound or nylon, and are secured to the anchor shaft 48 during manufacture thereof.

In other embodiments, the stop members 46 may be formed integrally with the elongate member and coated with the resilient material 58 during a subsequent step of the manufacture of the anchor shaft 40.

Although the anchor shaft 40 shown in Figure 4 includes a stop member 46 at each end, in other embodiments a stop member 46 may be provided on one end only.

The provision of a stop member 46 at each end of the anchor shaft 40 simplifies the fitting procedure for securing the anchor shaft 40 between the sidewalls 42,44 of a bracket 38. This is because the anchor shaft 40 may be fitted either way round while still providing a stop member 46 at the required side of the channel defined by the bracket 38.

The stop members 46 define an assembly guide to ensure consistent positioning of the seat back frame 34 when it is presented to the seat cushion frame 32.

When the connector members 48 are engaged with the anchor shafts 40, they engage the primary engagement surface 52, as well as the respective stop member 46.

The primary engagement surface 52 of the anchor shaft 40 shown in Figure 4 is formed of a rigid material, such as steel. The primary engagement surface 52 is therefore relatively durable. The durability of the primary engagement surface means that the anchor shaft 40 shown in Figure 4 is particularly suitable for use in a 3-door vehicle.

In 3-door vehicles the connector members 48 may be continually engaged and disengaged from rearwardly located anchor shafts in the connector assemblies 36 in order to permit the seat back frame to tip forwards. In such arrangement it is therefore relatively important that the primary engagement surface 52 of the anchor shafts 40 is relatively durable.

In 5-door vehicles, where it is not necessary to continually engage and disengage the connector members 48 from rearwardly located anchor shafts 40, it is relatively less important to provide such a durable primary engagement surface.

In situations where it is not necessary to disengage the connector members 48 from the anchor shafts 40, the primary engagement surface 52 may be provided with a resilient coating 58, as shown in Figure 5. The provision of a resilient coating 58 on the primary engagement surface reduces the amount of noise that may otherwise be created by lateral movement of the connector members 48 when they are engaged with the anchor shafts 40.

Referring now to Figure 6, a yet further anchor shaft 40 that may be used in the axial anchor assembly 36 of the mounting apparatus of Figure 3 is shown.

The anchor shaft 40 is an elongate member that is formed from relatively rigid material such as, for example, steel.

The elongate member defines a cylindrical primary engagement surface 62 that includes a truncated cone-shaped stop member 46 on each side of the primary engagement surface 62. The stop members 46 are located relative to the primary engagement surface 62 so that the surface 66 of each stop portion 64 tapers outwards as it extends away from the primary engagement surface 62.

The elongate member also defines a generally cylindrical secondary engagement surface 68 adjacent each stop member 46. The second engagement surface 66 of each stop member 46 forms a continuous surface with the primary engagement surface 62 and the respective secondary engagement surface 68.

Each of the secondary engagement surfaces 68 is diametrically larger than the primary engagement surface 62.

As in the anchor shafts 40 shown in Figures 4 and 5, the anchor shaft 40 of Figure 6 includes a stop member 46, and a secondary engagement surface 68, at each end. In other embodiments, the anchor shaft 40 may include a stop member 46, and a secondary engagement surface 68, at one end only.

The provision of a stop member 46 at each end of the anchor shaft 40 simplifies the fitting procedure for securing the anchor shaft 40 between the sidewalls 42,44 of a respective bracket 38. This is because the anchor shafts 40 can be fitted either way round in the brackets 38 of the axial anchor assembly 36 while continuing to provide opposed stop members 46.

When the anchor shaft 40 of Figure 6 is used in a 5-door vehicle, each of the connector members 48 may engage the primary engagement surface 62

and a respective stop member 46 such that axial freeplay of the connector members 48 is prevented.

The stop members 46 provided on the anchor shaft 40 shown in Figure 6 provide assembly guides to ensure consistent positioning of the seat back frame 34 when it is presented to the seat cushion frame 32.

The anchor shaft 40 of Figure 6 may also be used in a 3-door vehicle. In such instances, each of the connector members 48 may be arranged so that it engages both the primary and secondary engagement surfaces 62,68, as shown in Figure 7. Engagement of the connector members 48 with the relatively larger diametrical size of the secondary engagement surface 68 can provide advantages in side-impact motor vehicle accidents wherein the seat back is forced to move sideways along the axis A of the anchor shafts 40. This is because in such arrangements the portion 48"of each of the connector members 48 that engages the second engagement surface 68 is not constrained between the stop members 46 located on either side of the primary engagement surface 62. This means that, while the constrained portion 48'of the each of the connector members 48 may be damaged through contact with the adjacent stop member 46, the unconstrained portion 48"is able to move sideways along the second engagement surface 68, as shown in Figure 8. Damage to the unconstrained portion 48"of each of the connectors 48 is thereby minimised and permits the connector members 48 to be released from the anchor shafts 40.

Referring now to Figure 9, a connector member 48 that may be used in the vehicle seat 30 of Figures 3a-3c is shown.

The connector member 48 is a planar member having an engagement edge 70 that includes a recessed slot 72 towards the front thereof, and a recess 74 provided towards the rear end thereof.

The connector member 48 may include a hook member 76 secured thereon adjacent the rearwardly located recess 74.

The hook member 76 is in the form of two hook portions 78,80 that are pivotally mounted on the connector member 48.

The first hook portion 78 is shaped to define a recess 82 that corresponds in shape and size to, and is aligned with, the rearwardly located recess 74.

The first and second hook portions 78,80 are coupled together by a spring 84. The relative shape of the second hook portion 80 is such that as it is pivoted away from the first hook portion 78, against the spring bias provided by the spring 84, the first hook portion 78 is forced to pivot on the connector 48 in the opposite direction. Such movement causes the recess 82 in the first hook portion 78 to be moved away from the rearwardly located recess 74 in the connector 48.

While the first hook portion 78 is held in a position away from the rearwardly located recess 74, the connector 48 may be positioned relative to two anchor shafts 40 such that the anchor shafts 40 are received in the recessed slot 72 and the rearwardly located recess 74. Upon release of the second hook member 80, the spring bias causes the first and second hook portions 78,80 to pivot towards each other such that the respective anchor shaft 40 is received within the recess 82 in the first hook portion 78. The anchor shaft 40 is thereby latched within the rearwardly located recess 74.

(The stop members 46 of the anchor shafts 40 shown in Figure 9 are omitted for simplicity).

The shape of the recessed slot 72 is such that the respective anchor shaft 40 is retained therein and cannot be disengaged by simply lifting the connector member 48 away from the anchor shafts 40.

The second hook portion 80 may include a release cable 86 that permits the second hook portion to be pivoted away from the first hook portion 78 in order to release the anchor shaft 40 retained therein. This release mechanism means that the anchor shaft 48 may be used in a 3-door vehicle because release of the rearwardly located anchor shaft 40 permits the connector member 48 to pivot about the forwardly located anchor shaft 40 received in the recessed slot 72.

In embodiments wherein it is not necessary to release the connector member 48 from the rearwardly located anchor shaft 40, the hook member 76 may be omitted. In such embodiments the connector member 48 may be retained in engagement with the slotted recess 72 and the rearwardly located recess 74 by means of a bolt 88. Such a bolt 88 may pass through an aperture 90 provided in the connector member 48 in order to secure the connector member 48 to the respective bracket 38.

Referring now to Figure 10, another connector member 48 for use in the vehicle seat 30 of Figures 3a-3c is shown.

The connector member 48 is again a planar member and includes a slot 92 provided towards the front thereof.

A blade member 94 is pivotally mounted thereon such that it can pivot to effectively close the slot 92 when an anchor shaft 40 is received therein.

The connector member 48 additionally includes two torsion springs 96,98 mounted thereon in combination with the blade member 94. The spring bias provided by the torsion springs 96,98 retains the blade member 94 in a position wherein the slot 92 is effectively closed.

In order to engage an anchor shaft 40 within the slot 92, the blade member 94 must be pivoted, against the spring bias, away from the slot 92. When the blade member 94 is released, the spring bias causes it to pivot back so that the slot 92 is effectively closed. The anchor shaft 40 is thereby retained within the slot 92.

The blade member 94 may include a release cable (not shown) to enable the blade member 94 to be pivoted, against the spring bias, away from the slot 92, thereby opening the slot 92.

While the blade member 94 is pivoted away from the slot 92, the anchor shaft 40 may be disengaged from the slot 92 in order to enable the connector member 48 to be released from the anchor shaft 40.

The connector member 48 may be secured to a rearwardly located anchor shaft 40 by means of, for example, a rearwardly located recess such as that shown in Figure 9.

Claims

CLAIMS 1. A vehicle seat having a seat cushion frame and a seat back frame, the seat cushion frame being secured to the seat back frame by a pair of opposed connector assemblies, a first of the connector assemblies being located on one side of the seat and a second of the connector assemblies being located on the opposite side of the seat, each connector assembly including at least one elongate anchor shaft secured to one of the frames and an associated connector member secured to the other frame, the anchor shaft of each connector assembly extending through an aperture formed in the associated connector member to secure the anchor shaft to the connector member, the associated connector member being adapted to enable said anchor shaft to enter the aperture in a radial direction of the shaft, the first and second connector assemblies including first and second stop means respectively which co-operate to prevent relative axial movement between the anchor shaft and associated connector member of both the first and second connector assemblies.
2. A vehicle seat as claimed in Claim 1 wherein the or each said anchor shaft of a first of the connector assemblies is axially aligned with a corresponding anchor shaft of a second of the connector assemblies, and said axially aligned anchor shafts include said first and second stop means.
3. A vehicle seat as claimed in Claim 2 wherein said first and second stop means include opposed wedge-shaped stop members.
4. A vehicle seat as claimed in Claim 3 wherein each of said anchor shafts comprises an elongate member, formed of a rigid material that defines a generally cylindrical primary engagement surface, and that is provided with a truncated cone-shaped stop member located to one side of

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said primary engagement surface such that the surface of said stop member tapers outwards as it extends away from said primary engagement surface.
5. A vehicle seat as claimed in Claim 4 wherein said surface of each of said stop members is coated with a resilient material.
6. A vehicle seat as claimed in Claim 4 wherein said stop members are formed of a resilient material.
7. A vehicle seat as claimed in Claim 5 or Claim 6 wherein said primary engagement surface is coated with said resilient material.
8. A vehicle seat as claimed in any of Claims 4-7 wherein each of said anchor shafts includes a stop portion located on each side of said primary engagement surface such that the surface of each said stop portion tapers outwards as it extends away from said primary engagement surface.
9. A vehicle seat as claimed in Claim 4 or Claim 8 when dependent from Claim 4 wherein said elongate member further defines a generally cylindrical secondary engagement surface adjacent the or each stop member such that the surface of the or each of said stop members extends between said primary and a respective secondary engagement surface.
10. A vehicle seat as claimed in Claim 1 wherein each of said connector members includes one or more spring-biased hook members associated with the, or each, aperture provided therein, and the or each of said hook members is snap-fittingly engageable with a respective anchor shaft.
11. A vehicle seat as claimed in Claim 1 wherein each of said connector members includes one or more spring-biased plate members pivotably

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mounted thereon in association with a respective aperture, the or each of said plate members being pivotal between a closed position in which a respective anchor member is locked within said respective aperture, and an open position in which said anchor member is disengageable from said respective aperture.
12. A vehicle seat generally as herein described with reference to and/or as illustrated in Figures 2-8 of accompanying drawings.