US20130270031A1 - Suspension configuration for a seat - Google Patents
Suspension configuration for a seat Download PDFInfo
- Publication number
- US20130270031A1 US20130270031A1 US13/445,739 US201213445739A US2013270031A1 US 20130270031 A1 US20130270031 A1 US 20130270031A1 US 201213445739 A US201213445739 A US 201213445739A US 2013270031 A1 US2013270031 A1 US 2013270031A1
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- US
- United States
- Prior art keywords
- support frame
- suspension arm
- respect
- slot
- upper support
- 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.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
- B60N2/38—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles specially constructed for use on tractors or like off-road vehicles
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- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01D—HARVESTING; MOWING
- A01D67/00—Undercarriages or frames specially adapted for harvesters or mowers; Mechanisms for adjusting the frame; Platforms
- A01D67/04—Seats
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/50—Seat suspension devices
- B60N2/502—Seat suspension devices attached to the base of the seat
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/50—Seat suspension devices
- B60N2/506—Seat guided by rods
- B60N2/508—Scissors-like structure
Abstract
A seat suspension includes a lower support frame having a first slot, an upper support frame having a second slot, and a biasing member between the upper and lower support frames. A first suspension arm is connected to the lower support frame at a first end for rotation with respect to the lower support frame and connected to the upper support frame at a second end for rotation with respect to the upper support frame. A second suspension arm is connected to the first slot in the lower support frame for rotation with respect to the lower support frame and for translation with respect to the lower support frame along the first slot, and a second end coupled to the second slot in the upper support frame for rotation with respect to the upper support frame and for translation with respect to the upper support frame along the second slot.
Description
- The present invention relates to off-road vehicles and suspension systems for a seat assembly in off-road vehicles.
- In one embodiment, the invention provides a suspension configuration for a seat that includes a lower support frame mounted to a vehicle body. The lower support frame includes a first slot. An upper support frame is spaced a distance vertically above the lower support frame, includes a second slot and supports a seat. At least one biasing member is connected to the lower support frame and is connected to the upper support frame. The at least one biasing member biases the upper support frame away from the lower support frame. A first suspension arm has a first end that is connected to the lower support frame for rotation with respect to the lower support frame and a second end that is connected to the upper support frame for rotation with respect to the upper support frame. A second suspension arm has a first end that is connected to the first slot in the lower support frame for rotation with respect to the lower support frame and for translation with respect to the lower support frame along the first slot and a second end that is connected to the second slot in the upper support frame for rotation with respect to the upper support frame and for translation with respect to the upper support frame along the second slot. The first suspension arm is connected to the second suspension arm at a location between the first and second ends of the second suspension arm and between the first and second ends of the first suspension arm. The first suspension arm is rotatable with respect to the second suspension arm about the location.
- In another embodiment the invention provides a vehicle including a chassis, a wheel supporting the chassis, a prime mover mounted to the chassis, and a transmission for driving the wheel in response to the operation of the prime mover. A lower support frame is mounted to the vehicle and includes a first slot. An upper support frame is spaced a distance vertically above the lower support frame and includes a second slot. A seat cushion is positioned on the upper support frame. At least one biasing member is connected to the lower support frame and connected to the upper support frame. The at least one biasing member biases the upper support frame away from the lower support frame. A first suspension arm has a first end connected to the lower support frame for rotation with respect to the lower support frame and a second end connected to the upper support frame for rotation with respect to the upper support frame. A second suspension arm has a first end connected to the first slot in the lower support frame for rotation with respect to the lower support frame and for translation with respect to the lower support frame along the first slot and a second end connected to the second slot in the upper support frame for rotation with respect to the upper support frame and for translation with respect to the upper support frame along the second slot. The first suspension arm is connected to the second suspension arm at a location between the first and second ends of the second suspension arm and between the first and second ends of the first suspension arm. The first suspension arm rotates with respect to the second suspension arm about the coupling location.
- Other aspects of the invention will become apparent by consideration of the detailed description and accompanying drawings.
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FIG. 1 is a perspective view of an off-highway vehicle including a seat assembly according to the present invention. -
FIG. 2 is a perspective view of the seat assembly. -
FIG. 3 is a perspective view of a bottom frame of the seat assembly. -
FIG. 4 is an exploded perspective view of the bottom frame of the seat assembly. -
FIG. 5 is a cross-section view taken along line 5-5 ofFIG. 3 showing the bottom frame in a first position. -
FIG. 6 is similar toFIG. 5 but showing the bottom frame in a second position. -
FIG. 7 is similar toFIG. 5 but showing the bottom frame in a third position. - Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless specified or limited otherwise, the terms “mounted,” “connected,” “supported,” and “coupled” and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings.
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FIG. 1 illustrates an off-highway vehicle 10 that includes achassis 15,wheels 20 supporting thechassis 15, aninternal combustion engine 25 mounted to thechassis 15, aseat 30 mounted to thechassis 15, acontrol panel 35,control levers 40, and amower deck 45. An operator zone of thevehicle 10 includes theseat 30 and controls and components within reach of an operator seated in the seat 30 (e.g., thecontrol panel 35 and the control levers 40). One suitable off-highway vehicle is commonly referred to as a zero-turn radius lawn mower, but the invention may be embodied in other types of off-highway vehicles and other vehicles intended for road use; the invention is not limited to the application illustrated. - In the illustrated embodiment, the
engine 25 includes anignition system 50 that provides a spark or other event that drives combustion within theinternal combustion engine 25. Although theengine 25 in the illustrated embodiment is of the internal combustion variety, the invention is applicable to any type of engine, and the term “ignition system,” as applied to this invention, refers to the part of the engine that sustains its continued operation. In this regard, theignition system 50 may be termed an ignition circuit that permits operation of theengine 25 when closed and disables operation of theengine 25 when open. Although the illustrated embodiment includes aninternal combustion engine 25, the present invention may be applied to vehicles and systems having alternative prime movers, such as batteries or other energy storage devices, fuel cells, or gas/electric hybrid drive systems. In such other embodiments, the ignition system would include the electric circuit that enables and disables the prime mover to operate or that enables and disables the vehicle drive and implement systems to operate under the influence of the prime mover. - In the illustrated embodiment, the
engine 25 drives rotation of at least one of thewheels 20 through a transmission (e.g., a hydraulic, electric, or mechanical transmission). The operator independently controls speed and direction of rotation of the left andright side wheels 20 via the control levers 40. In some embodiments, theengine 25 also selectively drives rotation of one or more cutting blades under themower deck 45 to cut vegetation over which thevehicle 10 travels. - With reference to
FIG. 2 , theseat 30 includes aback cushion 60, aback frame 65, abottom cushion 70, abottom frame assembly 75, aflexible bellows 80, and anadjustment assembly 85. Theseat 30 accommodates an operator of thevehicle 10. Theback frame 65 supports theback cushion 60, and thebottom frame assembly 75 supports thebottom cushion 70. Theflexible bellows 80 substantially encloses thebottom frame assembly 75 andadjustment assembly 85, while accommodating movement of thebottom frame assembly 75. - With reference to
FIGS. 3 and 4 , thebottom frame assembly 75 includes afront portion 90, arear portion 95, aleft side portion 100, aright side portion 105, alower support frame 110, anupper support frame 115, afirst suspension arm 120 a, asecond suspension arm 120 b, a first bearing 125 a, a second bearing 125 b, a third bearing 125 c, a fourth bearing 125 d, athird suspension arm 130 a, afourth suspension arm 130 b, afirst roller 135 a, asecond roller 135 b, athird roller 135 c, afourth roller 135 d, afirst crossbar 140 a, asecond crossbar 140 b, athird crossbar 140 c, afirst torsion spring 145 a, and asecond torsion spring 145 b. The terms “front,” “rear,” “left,” and “right” are from the perspective of an operator seated in theseat 30 during normal use of thevehicle 10. A “front portion” of theseat 30 is the portion closer to thefront portion 90 of thebottom frame assembly 75 than to therear portion 95, and a “rear portion” of theseat 30 is the portion closer to therear portion 95 of thebottom frame assembly 75 than to thefront portion 90. - The
left side portion 100 andright side portion 105 extend between thefront portion 90 and therear portion 95. Thelower support frame 110 is coupled to thechassis 15 and theupper support frame 115 supports thebottom cushion 70. - With continued reference to
FIGS. 3 and 4 , thelower support frame 110 includesfirst aperture 150 a, asecond aperture 150 b, afirst slot 155 a, asecond slot 155 b, and abearing surface 160. The first andsecond apertures front portion 90 and the first andsecond slots rear portion 95. The first andsecond apertures second slots front portion 90 and therear portion 95. Thefirst aperture 150 a and thefirst slot 155 a are positioned on theleft side portion 100 and thesecond aperture 150 b and thesecond slot 155 b are positioned on theright side portion 105. Thelower support frame 110 is substantially symmetrical. Therefore, thefirst aperture 150 a is substantially a mirror-image of thesecond aperture 150 b and similarly, thefirst slot 155 a is substantially a mirror-image of thesecond slot 155 b. Thebearing surface 160 is positioned in thefront portion 90 of thebottom frame assembly 75. - The
upper support frame 115 includes afirst slot 165 a, asecond slot 165 b, afirst aperture 170 a, asecond aperture 170 b, and anopening 175. The first andsecond slots front portion 90 and the first andsecond apertures rear portion 95. The first andsecond slots front portion 90 and therear portion 95, whereas the first andsecond apertures first slot 165 a and thefirst aperture 170 a are positioned on theleft side 100 portion and thesecond slot 165 b and thesecond aperture 170 b are positioned on theright side portion 105. Theupper support frame 115 is substantially symmetrical. Therefore, thefirst slot 165 a is substantially a mirror-image of thesecond slot 165 b and similarly, thefirst aperture 170 a is substantially a mirror-image of thesecond aperture 170 b. Theopening 175 is positioned in thefront portion 90 of thebottom frame assembly 75. - The
first suspension arm 120 a is substantially a mirror-image of thesecond suspension arm 120 b. Thefirst suspension arm 120 a includes afront end 180 a and arear end 185 a, and thesecond suspension arm 120 b includes afront end 180 b and arear end 185 b. The front ends 180 a, 180 b are positioned in thefront portion 90 of theseat 30. The rear ends 185 a, 185 b are positioned in therear portion 95 of theseat 30. Thefirst suspension arm 120 a is positioned on theleft side portion 100 of theseat 30, and thesecond suspension arm 120 b is positioned on theright side portion 105 of theseat 30. - The
first bearing 125 a is received within a hole in thefront end 180 a of thefirst suspension arm 120 a, and a shoulder bolt or other suitable fastener extends through thefirst bearing 125 a and threads into thefirst aperture 150 a of thelower support frame 110. Thesecond bearing 125 b is received in an end of thefirst crossbar 140 a (which is tubular). Thecrossbar 140 a is rigidly interconnected to therear end 185 a of thefirst suspension arm 120 a. A pin extends through thefirst aperture 170 a of theupper support frame 115. In similar fashion, the front andrear ends second suspension arm 120 b are mounted to the third andfourth bearings second suspension arms - The
third suspension arm 130 a is substantially a mirror-image of thefourth suspension arm 130 b. Thethird suspension arm 130 a includes afront end 190 a and arear end 195 a, and thefourth suspension arm 130 b includes afront end 190 b and arear end 195 b. The front ends 190 a, 190 b are positioned in thefront portion 90 of theseat 30. The rear ends 195 a, 195 b are positioned in therear portion 95 of theseat 30. Thethird suspension arm 130 a is positioned on theleft side portion 100 of theseat 30, and thefourth suspension arm 130 b is positioned on theright side portion 105 of theseat 30. - The front ends 190 a, 190 b of the third and
fourth suspension arms second slots upper support frame 115 by way of the first andthird rollers third rollers fourth suspension arms third rollers second slots - The first and
third rollers second slots fourth suspension arms upper frame assemblies suspension arm fourth rollers respective slots - The
first crossbar 140 a is positioned in therear portion 95 of the seat and is coupled to the rear ends 185 a, 185 b of the first andsecond suspension arms first crossbar 140 a stabilizes the first andsecond suspension arms first crossbar 140 a may be integral with theupper support frame 115 and the first andsecond suspension arms first crossbar 140 a. - The second and
third crossbars fourth suspension arms third crossbars front ends fourth suspension arms third crossbars fourth suspension arms - The
first suspension arm 120 a is pivotally coupled to thethird suspension arm 130 a and thesecond suspension arm 120 b is pivotally coupled to thefourth suspension arm 130 b to form a scissor suspension arrangement. More specifically, the first andsecond suspension arms bushing sleeve 196 and the third andfourth suspension arms hole 197 in a middle portion. Abushing 198 is received in each of thebushing sleeves 196, and a fastener (e.g., the illustratedshoulder bolt 199 and nut, a pin, or any other suitable fastener) extend through thebushing 198 and thehole 197. As the scissor suspension arrangement is actuated, the pivot point defined by the fasteners move generally up and down. In this regard, thesuspension arms - The first and second torsion springs 145 a, 145 b each include a
first end second end lower support frame 110 and the first ends 200 a, 200 b bear against the bearingsurface 160 on thelower support frame 110. - With continued reference to
FIGS. 3 and 4 , theadjustment assembly 85 includes ahandle 210, ahousing 215, alever 220, and aroller 225. Theadjustment assembly 85 is coupled to theupper support frame 115 adjacent theopening 175. Thehandle 210 is a user actuable control and is positioned proximate thefront portion 90 of theseat 30, to permit a user to grasp thehandle 210 while sitting in theseat 30. In this regard, the adjustment handle 210 can be said to be in the operator zone. Thehandle 210 is coupled to thehousing 215 for rotation with respect to thehousing 215. Thehousing 215 extends across theopening 175 in theupper support frame 115 and is fixed with respect to theupper support frame 115. Thelever 220 is pivotably coupled to thehousing 215, and pivots in response to rotation of thehandle 210. While therotatable handle 210 is illustrated, other suitable user actuable controls can be utilized to pivot thelever 220 with respect to thehousing 215. - The
roller 225 is coupled to the second ends 205 a, 205 b of the torsion springs 145 a, 145 b. The torsion springs 145 a, 145 b bias theroller 225 against thelever 220. The biasing force of the torsion springs 145 a, 145 b against the roller includes an element of force that pushes theadjustment assembly 85 upward. Because theadjustment assembly 85 is fixed to theupper support frame 115, the biasing force of the torsion springs 145 a, 145 b also biases theupper support frame 115 upward, away from thelower support frame 110. - Rotation of the
handle 210 in a first direction pivots thelever 220 against theroller 225, which in turn deflects the ends of the torsion springs 145 a, 145 b to increase the load on thesprings handle 210 in a second direction (opposite the first direction) pivots thelever 220 in an opposite direction, which relieves the load on thesprings lever 220 androller 225, the surface of thelever 220 against which theroller 225 bears becomes more and more horizontal as thehandle 210 is rotated in the first direction and more and more and more vertical as thehandle 210 is rotated in the second direction. This exacerbates the stiffening and softening of the suspension, because the line of force of thesprings lever 220. As thesprings handle 210 rotating in the first direction), the line of force of thesprings handle 210 is rotated in the second direction, thesprings - The
upper support frame 115 is vertically moveable with respect to thelower support frame 110 in response to the first andsecond suspension arms fourth suspension arms front end 180 a of thefirst suspension arm 120 a is rotatable about thefirst aperture 150 a with respect to thelower support frame 110, and thefront end 180 b of thesecond suspension arm 120 b is rotatable about thesecond aperture 150 b with respect to thelower support frame 110. Therear end 185 a of thefirst suspension arm 120 a is rotatable about thefirst aperture 170 a with respect to theupper support frame 115, and therear end 185 b of thesecond suspension arm 120 b is rotatable about thesecond aperture 170 b with respect to theupper support frame 115. Additionally, thefront end 190 a of thethird suspension arm 130 a is rotatable and translatable along thefirst slot 165 a with respect to theupper support frame 115, and thefront end 190 b of thefourth suspension arm 130 b is rotatable and translatable along thesecond slot 165 b with respect to theupper support frame 115. Therear end 195 a of thethird suspension arm 130 a is rotatable and translatable along thefirst slot 155 a with respect to thelower support frame 110, and therear end 195 b of thefourth suspension arm 130 b is rotatable and translatable along thesecond slot 155 b with respect to thelower support frame 110. - With reference to
FIG. 5 , thebottom frame assembly 75 is in an intermediate position within a range of positions. In the intermediate position illustrated inFIG. 5 , thefront end 190 b of thefourth suspension arm 130 b is in a first location in thesecond slot 165 b and therear end 195 b of thefourth suspension arm 130 b is in a first location in thesecond slot 155 b. In the intermediate position illustrated inFIG. 5 , theupper support frame 115 is substantially parallel to thelower support frame 110 and is spaced a first distance therefrom. - As the
upper support frame 115 moves up and down with respect to thelower support frame 110, the first andsecond suspension arms fourth suspension arms third suspension arm 130 a rotates with respect to thefirst suspension arm 120 a and thefourth suspension arm 130 b rotates with respect to thesecond suspension arm 120 b. - With reference to
FIG. 6 , thebottom frame assembly 75 is in a topped-out position. In the topped-out position illustrated inFIG. 6 , thefront end 190 b of thefourth suspension arm 130 b is in a second location in thesecond slot 165 b and therear end 195 b of thefourth suspension arm 130 b is in a second location in thesecond slot 155 b. The second location in thesecond slot 165 b is further from thefront portion 90 than the first location in thesecond slot 165 b. The second location in thesecond slot 155 b is further from therear portion 95 than the first location in thesecond slot 155 b. In the illustrated embodiment, thefourth roller 135 d is at a first end of thesecond slot 155 b and thethird roller 135 c (at thefront end 190 a of thefourth suspension arm 130 b) is near a first end of theslot 165 b. In another embodiment, therollers respective slots FIG. 6 , theupper support frame 115 is substantially parallel to thelower support frame 110 and is spaced a second distance therefrom. - With reference to
FIG. 7 , thebottom frame assembly 75 is in a bottomed-out position. In the bottomed-out position illustrated inFIG. 7 , thefront end 190 b of thefourth suspension arm 130 b is in a third location in thesecond slot 165 b and therear end 195 b of thefourth suspension arm 130 b is in a third location in thesecond slot 155 b. The third location in thesecond slot 165 b is closer to thefront portion 90 than the first and second locations in thesecond slot 165 b. The third location in thesecond slot 155 b is closer to therear portion 95 than the first and second locations in thesecond slot 155 b. In the illustrated embodiment, thefourth roller 135 d is at a second end of thesecond slot 155 b and thethird roller 135 c (at thefront end 190 a of thefourth suspension arm 130 b) is between the first end and a second end of theslot 165 b. In another embodiment, therollers respective slots FIG. 7 , theupper support frame 115 is substantially parallel to thelower support frame 110 and is spaced a third distance therefrom. In the illustrated embodiment, thesuspension arms - The difference between the second distance and the third distance defines the stroke of the
seat 30. In some embodiments,upper support frame 115 is moveable between about two and about four inches with respect to the lower support frame 110 (e.g., the seat has a stroke of between 2 inches and 4 inches). In some embodiments, theupper support frame 115 is moveable about three inches with respect to the lower support frame 110 (e.g., the seat has a stroke of 3 inches). The illustratedseat 30 is a low-profile suspension seat that has a seating index point of about eight inches measured per SAE J1163 SPEC. - In some embodiments, the
seat 30 can be positioned in a vehicle (such as a truck) in which theupper support frame 115 is moveable between about four inches and about eight inches with respect to the lower support frame 110 (e.g., the seat has a stroke of between 4 inches and 8 inches). In some embodiments, theupper support frame 115 is moveable about six inches with respect to the lower support frame 110 (e.g., the seat has a stroke of about 6 inches). - In operation, as the
vehicle 10 travels over uneven ground, theupper support frame 115 is permitted to move with respect to thelower support frame 110 because the first andsecond suspension arms fourth suspension arms upper support frame 115 away from thelower support frame 110 and the weight of the user biases theupper support frame 115 towards thelower support frame 110. - The stiffness of the suspension is adjustable by actuation of the
adjustment assembly 85 to thereby alter the biasing force of the torsion springs 145 a, 145 b which biases theupper support frame 115 away from thelower support frame 110. Movement of the suspension is also affected by the actual weight of a given user sitting on theseat 30. Regardless of the suspension setting, the resistance to downward movement increases as theseat 30 moves downward. Specifically, as theseat 30 moves downward, the torsion springs 145 a, 145 b load up (increase in force), resulting in greater resistance to further downward movement of theseat 30 to inhibit theseat 30 from bottoming out. - The
slots suspension arms seat 30 can freely move up and down without straining thesuspension arms frames second suspension arms lower support frame 110 and theupper support frame 115. Thethird suspension arm 130 a is pivotally coupled to thefirst suspension arm 120 a, and thefourth suspension arm 130 b is pivotally coupled to thesecond suspension arm 120 b. The third andfourth suspension arms lower support frame 110 and theupper support frame 115. Because the third andfourth suspension arms lower support frame 110 and theupper support frame 115, the suspension configuration compensates for a wider variation of interconnection tolerances. - Various features and advantages of the invention are set forth in the following claims.
Claims (18)
1. A suspension configuration for a seat, the suspension configuration comprising:
a lower support frame mountable to a vehicle body, the lower support frame including a first slot;
an upper support frame spaced a distance vertically above the lower support frame, the upper support frame including a second slot, the upper support frame adapted to support a seat;
at least one biasing member coupled to the lower support frame and coupled to the upper support frame, the at least one biasing member biasing the upper support frame away from the lower support frame;
a first suspension arm having a first end coupled to the lower support frame for rotation with respect to the lower support frame and a second end coupled to the upper support frame for rotation with respect to the upper support frame; and
a second suspension arm having a first end coupled to the first slot in the lower support frame for rotation with respect to the lower support frame and for translation with respect to the lower support frame along the first slot, and a second end coupled to the second slot in the upper support frame for rotation with respect to the upper support frame and for translation with respect to the upper support frame along the second slot,
wherein the first suspension arm is coupled to the second suspension arm at a coupling location between the first and second ends of the second suspension arm and between the first and second ends of the first suspension arm, the first suspension arm being rotatable with respect to the second suspension arm about the coupling location.
2. The suspension configuration of claim 1 , wherein the first slot permits substantially horizontal movement of the first end of the second suspension arm and wherein the second slot permits substantially horizontal movement of the second end of the second suspension arm.
3. The suspension configuration of claim 1 , wherein the upper support frame moves a distance of between about two inches and about eight inches with respect to the lower support frame between a fully raised position in which at least one of the first and second ends of the second suspension arm is at an end of one of the respective first and second slots and a fully lowered position in which at least one of the first and second ends is at another end of the respective first and second slots.
4. The suspension configuration of claim 3 , wherein the upper support frame moves a distance of between about three inches and about six inches with respect to the lower support frame in response to the first suspension arm rotating with respect to the second suspension arm about the coupling location.
5. The suspension configuration of claim 1 , wherein the upper support frame moves substantially vertically with respect to the lower support frame in response to the first suspension arm rotating with respect to the second suspension arm about the coupling location.
6. The suspension configuration of claim 1 , further comprising a user actuable control coupled to the seat and operable to alter the stiffness of the at least one biasing member which thereby alters the stiffness of the suspension.
7. The suspension configuration of claim 1 , further comprising a first roller on the first end of the second suspension arm, wherein the first roller rolls along the first slot, and a second roller on the second end of the second suspension arm, wherein the second roller rolls along the second slot.
8. The suspension configuration of claim 1 , further comprising a first slider on the first end of the second suspension arm, wherein the first slider slides along the first slot, and a second slider on the second end of the second suspension arm, wherein the second slider slides along the second slot.
9. The suspension configuration of claim 1 , further comprising a first pin on the first end of the first suspension arm, wherein the first pin permits rotation of the first suspension arm with respect to the lower support frame and prevents translation of the first suspension arm with respect to the lower support frame, and a second pin on the second end of the first suspension arm, wherein the second pin permits rotation of the first suspension arm with respect to the upper support frame and prevents translation of the first suspension arm with respect to the upper support frame.
10. A vehicle comprising:
a chassis;
a wheel supporting the chassis;
a prime mover mounted to the chassis;
a transmission for driving the wheel in response to the operation of the prime mover;
a lower support frame mounted to the vehicle, the lower support frame including a first slot;
an upper support frame spaced a distance vertically above the lower support frame, the upper support frame including a second slot;
a seat cushion positioned on the upper support frame;
at least one biasing member coupled to the lower support frame and coupled to the upper support frame, the at least one biasing member biasing the upper support frame away from the lower support frame;
a first suspension arm having a first end coupled to the lower support frame for rotation with respect to the lower support frame and a second end coupled to the upper support frame for rotation with respect to the upper support frame; and
a second suspension arm having a first end coupled to the first slot in the lower support frame for rotation with respect to the lower support frame and for translation with respect to the lower support frame along the first slot and a second end coupled to the second slot in the upper support frame for rotation with respect to the upper support frame and for translation with respect to the upper support frame along the second slot,
wherein the first suspension arm is coupled to the second suspension arm at a coupling location between the first and second ends of the second suspension arm and between the first and second ends of the first suspension arm, the first suspension arm being rotatable with respect to the second suspension arm about the coupling location.
11. The vehicle of claim 10 , wherein the first slot permits substantially horizontal movement of the first end of the second suspension arm and wherein the second slot permits substantially horizontal movement of the second end of the second suspension arm.
12. The vehicle of claim 10 , wherein the upper support frame moves a distance of between about two inches and about eight inches with respect to the lower support frame between a fully raised position in which at least one of the first and second ends of the second suspension arm is at an end of one of the respective first and second slots and a fully lowered position in which at least one of the first and second ends is at another end of the respective first and second slots.
13. The vehicle of claim 12 , wherein the upper support frame moves a distance of between about three inches and about six inches with respect to the lower support frame in response to the first suspension arm rotating with respect to the second suspension arm about the coupling location.
14. The vehicle of claim 10 , wherein the upper support frame moves substantially vertically with respect to the lower support frame in response to the first suspension arm rotating with respect to the second suspension arm about the coupling location.
15. The vehicle of claim 10 , further comprising a user actuable control coupled to the seat and operable to alter the stiffness of the at least one biasing member which thereby alters the stiffness of the suspension.
16. The vehicle of claim 10 , further comprising a first roller on the first end of the second suspension arm, wherein the first roller rolls along the first slot, and a second roller on the second end of the second suspension arm, wherein the second roller rolls along the second slot.
17. The vehicle of claim 10 , further comprising a first slider on the first end of the second suspension arm, wherein the first slider slides along the first slot, and a second slider on the second end of the second suspension arm, wherein the second slider slides along the second slot.
18. The vehicle of claim 10 , further comprising a first pin on the first end of the first suspension arm, wherein the first pin permits rotation of the first suspension arm with respect to the lower support frame and prevents translation of the first suspension arm with respect to the lower support frame, and a second pin on the second end of the first suspension arm, wherein the second pin permits rotation of the first suspension arm with respect to the upper support frame and prevents translation of the first suspension arm with respect to the upper support frame.
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US13/445,739 US8561748B1 (en) | 2012-04-12 | 2012-04-12 | Suspension configuration for a seat |
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US13/445,739 US8561748B1 (en) | 2012-04-12 | 2012-04-12 | Suspension configuration for a seat |
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN105480134A (en) * | 2014-10-03 | 2016-04-13 | 福特全球技术公司 | Tuned flexible support member and flexible suspension features for comfort carriers |
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