WO2008150926A1 - Système de siège avec vessie amortissant les chocs et les vibrations - Google Patents

Système de siège avec vessie amortissant les chocs et les vibrations Download PDF

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Publication number
WO2008150926A1
WO2008150926A1 PCT/US2008/065165 US2008065165W WO2008150926A1 WO 2008150926 A1 WO2008150926 A1 WO 2008150926A1 US 2008065165 W US2008065165 W US 2008065165W WO 2008150926 A1 WO2008150926 A1 WO 2008150926A1
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WO
WIPO (PCT)
Prior art keywords
seat
bladder
open cell
interconnections
fluid
Prior art date
Application number
PCT/US2008/065165
Other languages
English (en)
Other versions
WO2008150926A9 (fr
Inventor
Douglas D. Reynolds
Eric Wolf
Original Assignee
Ergoair, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Ergoair, Inc. filed Critical Ergoair, Inc.
Priority to PCT/US2008/065165 priority Critical patent/WO2008150926A1/fr
Publication of WO2008150926A1 publication Critical patent/WO2008150926A1/fr
Publication of WO2008150926A9 publication Critical patent/WO2008150926A9/fr

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Classifications

    • 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
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42709—Seats or parts thereof displaced during a crash involving residual deformation or fracture of the structure
    • 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
    • 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
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/4207—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces
    • B60N2/4214—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces longitudinal
    • B60N2/4228—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces longitudinal due to impact coming from the rear
    • 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
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/4207—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces
    • B60N2/4242—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces vertical
    • 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
    • B60N2/52—Seat suspension devices using fluid means
    • B60N2/525—Seat suspension devices using fluid means using gas
    • 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
    • B60N2/70—Upholstery springs ; Upholstery
    • 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
    • B60N2/80—Head-rests
    • B60N2/888—Head-rests with arrangements for protecting against abnormal g-forces, e.g. by displacement of the head-rest
    • 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
    • B60N2/90—Details or parts not otherwise provided for
    • B60N2/914—Hydro-pneumatic adjustments of the shape

Definitions

  • the present invention relates to seat technology, and, more particularly, to seat technology used in vehicles which undergo severe vibration and vehicles which may be involved in one or many high impact events wherein the seat is designed in part to minimize injury to the occupant.
  • Air-ride seat systems are often used in commercial long-haul tractor-trailer rigs and heavy constructions vehicles, such as, dozers, tractor-scrapers and large off-road dump trucks.
  • the air-ride seat system is designed to attenuate low-to-moderately-high frequency continuous vibration and moderate shock levels to which vehicle operators are exposed. It accomplishes this with a low resonance frequency seat isolation system that is supported by a pneumatic spring and an associated damping element.
  • Some air-ride seat systems may passively respond to shock and vibration inputs, and others may be controlled by an active or semi-active vibration control system. While there are several major advantages to such air-ride seat systems, there are significant disadvantages: ⁇ They are expensive.
  • the present invention is a seat system intended to be used to attenuate vibration and shock for an occupant in a vehicle.
  • the seat has a seat bottom and a seat back, each of which includes a separate bladder.
  • the seat bottom bladder is in fluid communication with the seat back bladder through a plurality of interconnections, with the preferred interconnections being tubes formed of a different material from the bladders.
  • a panel of resilient, compressible open cell material such as open cell foam extends in each of the seat bottom bladder and the seat back bladder.
  • the vibration and shock attenuation characteristics of the seat are jointly provided by the panel spring force and the bladder pressure. During a large shock event pressing the occupant against one of the bladders, a significant relief of compressible fluid flows through the interconnections from that bladder into the other bladder, modifying the attenuation characteristics and simultaneously preventing bladder rupture.
  • FIG. 1 is a perspective view of a first embodiment of the shock and vibration isolation seat of the present invention.
  • FIG. 2 is a perspective view of the seat of FIG. 1 with the outline of a person sitting on the seat.
  • FIG. 3 is a perspective view of the seat of FIGS. 1 and 2 with the protective outer covering removed.
  • FIG. 4 is a perspective view of the bottom and seat back foam panels within the seat of FIGS. 1 -3.
  • FIG. 5 is a plan view of the seat similar to that of FIG. 3 when unfolded, but with a valve in a different location and with six interconnection tubes rather than five.
  • FIG. 6 is a side view of the unfolded seat of FIG. 5.
  • FIG. 8 is an enlarged partial cross-sectional view taken along lines 8-8 in FIG. 6, showing the tubes connecting the seat bottom and seat back air cavities.
  • FIG. 9 is a partial cross-sectional view taken along lines 9-9 in FIG. 8, showing the tubes connecting the seat bottom and seat back air cavities.
  • FIG. 10 is a graph showing load-compression curves of the resilient elements that form the shock and vibration isolation seat structure.
  • FIG. 1 1 is a perspective view of a second embodiment of the shock and vibration isolation seat of the present invention.
  • FIG. 12 is a perspective view of the seat of FIG. 1 1 with the outline of a person sitting on the seat.
  • FIG. 13 is a perspective view of the seat of FIGS. 1 1 and 12 with the protective outer covering removed.
  • FIG. 14 is a perspective view of the bottom and seat back foam panels within the seat of FIGS. 1 1 -13.
  • FIG. 15 is a perspective view of a seat shock and vibration isolation system including a seat mounted on wire rope springs.
  • FIG. 16 is a graph of a typical load-deflection curve for the wire rope springs of FIG. 15.
  • FIG. 17 is a plan view of a toroidal/elliptical air bladder spring geometry.
  • FIG. 18 is a cut-away perspective view of the toroidal/elliptical air bladder spring geometry of FIG. 17 taken along lines 18-18 in FIG. 17.
  • FIG. 20 is a cut-away perspective view of the compressed circular air bladder spring geometry of FIG. 19 taken along lines 20-20 in FIG. 19.
  • FIG. 21 is a plan view of a compressed square air bladder spring geometry.
  • FIG. 22 is a cut-away perspective view of the compressed square air bladder spring geometry of FIG. 21 taken along lines 21 -21 in FIG. 21 .
  • FIG. 23 is a perspective view of a seat shock and vibration isolation system mounted on load-limiter pads.
  • FIG. 24 is a graph showing a typical load-deflection curve for the set of load- limiter pads of FIG. 23.
  • FIGS. 1 though 9 A first basic embodiment of the present invention is shown in FIGS. 1 though 9.
  • the present invention involves the use of a seat bottom bladder 30 and a seat back bladder 32 which are jointly used in a vehicle seat 34.
  • the bladders 30, 32 contain a compressible fluid, which in the preferred embodiment is air, though other compressible fluids could alternatively be used.
  • the bladders 30, 32 are formed around open-cell foam panels 36, 38.
  • the seat panel 36 has interior through-holes 40 placed along its width and through-holes 42 placed along its length.
  • the back panel 38 similarly has interior through-holes 40 placed along its width and through-holes 42 placed along its length.
  • Small tubes 44 form fluid interconnections between the seat bottom bladder 30 and a seat back bladder 32.
  • Valves 46 can be placed in one or more of the tubes 44 to control the fluid flow between the seat bottom and seat back bladders 30, 32.
  • An outer covering 48 is preferably used to protect the bladders 30, 32 and the panels 36, 38.
  • Each bladder 30, 32 is preferably formed by a top sheet 49 and a bottom sheet
  • the top sheet 49 is sealed to the bottom sheet 51 around a complete perimeter seal 50 to surround the panels 36, 38. While the top and bottom sheets of the seat bladder 30 could be separate from the top and bottom sheets of the back bladder 32, more preferably a single top sheet 49 and a single bottom sheet 51 are used for both the seat bladder 30 and the back bladder 32, with the sheets 49, 51 joined together over the tubes 44 at an intermediate seal 53.
  • the preferred covering material has an outer layer of textile material that may have elastic or non-elastic properties bonded to an inner fluid-impervious film.
  • the preferred inner film is formed of heat-sensitive low melting temperature polyurethane.
  • the covering material can be sealed around the complete perimeters 50 through a compression and heat process that melts the film on the inside surfaces of covering material.
  • a typical seam width for each sealed perimeter 50 and for intermediate seal 53 is about 0.5 in.
  • the top sheet 49 and bottom sheet 51 can be bonded together around their perimeters 50 by means of RF welding, or by means of a chemical bond or weld.
  • the top and bottom sheets 49, 51 are bonded to the entire top and bottom surfaces of the open-cell foam panel 36, 38 to avoid the possibility of the top and bottom sheets 49, 51 separating away from the surface of the foam panels 36, 38.
  • the top and bottom sheets 49, 51 can be bonded together at fixed points throughout the surface of the bladder by means of structural elements (not shown) that are placed in the panel 36,
  • top and bottom sheets 49, 51 can be joined together solely by the sealed periphery 50.
  • the density of the foam for the panels 36, 38 can be chosen based upon the desired springiness of the seat 34 and the amount of fluid which is desired to communicate between the two bladders 30, 32 during a vibration or shock event. In the preferred embodiment, the density of the foam panels 36, 38 is within the range of 0.5 to
  • Ib/ft 3 (8.0 to 64.1 kg/m 3 ), and more preferably within the range of 1.0 to 2.0 Ib/ft 3 (16.0 to 32.0 kg/m 3 ).
  • the dimensions of the panels 36, 38 and bladders 30, 32 are generally sized to appropriately match the dimensions of an adult seat.
  • the seat bottom 52 can be square or nearly square, such as with length and width dimensions in the range from 16 in. x 16 in. to 22 in. x 22 in. (40.64 cm x 40.64 cm to 55.88 cm x 55.88 cm), or more preferably within the range from 17 in. x 17 in. to 20 in. x 20 in. (43.18 cm x 43.18 cm to 50.8 cm x 50.8 cm), with most preferred dimensions of 18 in. x 18 in.
  • the seat back 54 can be rectangular, such as with length and width dimensions in the range from 16 in. x 20 in. to 22 in. x 26 in.
  • the thickness of the foam panels 36, 38 is preferably within the range from 2 to 5 in. (5.08 to 12.7 cm), or more preferably within the range from 3 to 4 in. (7.62 to 10.16 cm). If any contour is desired for the seat bottom 52 or seat back 54, the panels 36, 38 can be formed with a contour or contouring machined into the panels 36, 38.
  • the tubes 44 interconnect the bladders 30, 32 by forming channels through which air or other compressible fluids can flow between the seat bottom bladder 30 and seat back bladder 32.
  • the tubes 44 are preferably sufficiently rigid to prevent compressive closure even under the shock and vibrations to which the seat 34 will be subjected.
  • the preferred tubes 44 are made of rigid urethane or plastic. If not provided with any valving within the tubes 44, the sizes and number of the tubes 44 depends upon the amount of fluid flow desired between the bottom bladder 30 and the back bladder 32 during a compressive event. For instance, the diameters of the preferred tubes 44 are within the range from 0.25 to 0.75 in. (0.635 to 1 .905 cm), or more preferably within the range from 0.375 to 0.625 in.
  • an appropriate number of tubes 44 is from two to eight, or more preferably from four to six, with the most preferred number of tubes 44 being the five tubes 44 shown in FIG. 3, nominally spaced about 2.625 in. (6.67 cm) apart.
  • the length of the tubes 44 need only be sufficient to interconnect the bladders 30, 32, such as a nominal length within the range from 0.5 to 1 in. (1 .27 to 2.54 cm).
  • valves 46 (shown schematically in FIGS. 8 and 9) can be placed in one or more of the tubes 44 to control the airflow between the seat bottom and seat back bladders 30, 32.
  • the valves 46 can be:
  • Electronically actuated valves that control the airflow between the seat bottom bladder 30 and back bladder 32 and that are actuated by an electronic control circuit (not shown) that monitors the air pressure and airflow between the seat bottom and back bladders 30, 32.
  • the through-holes 40, 42 in the panels 36, 38 help to facilitate the movement of air or other compressible fluid within the open-cell foam matrix.
  • the number, sizing and spacing of the through-holes 40, 42 depends on the density and permeability of the open cell foam and the desired flow rate during a compression or vibration event. For instance, by having the through-holes spaced about every 4 in. (10.16 cm), even if through-holes only extend parallel to one another in one direction, the longest distance required for air to evacuate from the foam to a through-hole is only about 2 in. (5.08 cm).
  • the preferred embodiment includes through-holes 40, 42 in both the seat panel 36 and the back panel 38, and further includes both through-holes 40 along the width and through-holes 42 along the length of each foam panel 36, 38.
  • the widthwise through-holes 40 can be omitted, as the lengthwise through- holes 42 terminating near the tubes 44 are more important for conducting fluid flow during a compression or vibration event.
  • the through holes 40, 42 may be replaced by recesses which extend less than all the way through the seat panel 36 and back panel 38 but have ends open to the tubes 44.
  • the through-holes 40, 42 can be simply and easily cut into the foam prior to placement in the covering material.
  • the number of holes 40, 42 along the width and length of foam panel 36 is preferably from two to eight, and more preferably from four to six, and most preferably the sets of five through-holes 40, 42 shown in FIG. 4.
  • the number of lengthwise holes 42 is preferably from two to eight, and more preferably from four to six, and most preferably five through-holes 42, while number of widthwise through-holes 40 is preferably from two to twelve, and more preferably from five to eight, and most preferably the seven through-holes 40 shown in FIG. 4.
  • the diameters of the through-holes 40, 42 depend upon the density, compression strength and springiness of the open cell foam. In the preferred embodiment, the through-holes 40, 42 have a diameter within the range from 0.5 to 1 in. (1.27 to 2.54 cm).
  • the preferred embodiment further includes a mechanism to permit filling or evacuating the bladders 30, 32 from/to an outside fluid source.
  • an automatic sensor/controller could be used to control the fluid pressure in the seat bladder 30.
  • the shut-off valve 58 is removed and the vent tube 56 is connected to an air source (not shown), which can be a small air compressor or other device that can supply air to the seat air bladder 30.
  • a pressure sensor or regulator (not shown) is placed in the seat air bladder 30 or in the vent tube 56 between the bladder 30 and air source.
  • a pressure sensor may sense the pressure in the air bladder and through a control circuit either actuate a relief valve (not shown) to reduce the air pressure or actuate the air compressor or other similar device to increase the air pressure in the seat air bladder 30.
  • the automatic sensor/controller is particularly appropriate if it is desired to regularly adjust the amount of fluid within the bladders 30, 32, such as due to changing altitudes or based upon the severity of a vibration/shock event which is separately sensed.
  • the shut-off valve 58 may be a simple check valve arrangement that permits air to seep into or out of the bladder at a low pressure difference and low flow rate, but restricts passage of air at any significant pressure difference such as when the seat is occupied and the occupant's weight is pressing down on the seat bladder 30.
  • a check valve arrangement would use the spring force of the open cell foam panels 36, 38 to self- inflate the bladders 30, 32 when the seat 34 was unoccupied at any altitude, but then the bladders 30, 32 would be sealed during occupied use of the vehicle.
  • the outer covering 48 protects the bladders 30, 32 and panels 36, 38 from everyday wear-and-tear and from being punctured by sharp objects.
  • the outer covering 48 that covers the exposed top of the seat bottom 52, front of the seat back 54, and sides of both the seat bottom 52 and back 54 can include an intermediate layer of open or closed cell foam padding or any other natural or synthetic resilient padding and an outerwear-resistant fabric covering. Using an intermediate layer of foam together with an outer wear-resistant fabric helps to form an outer covering 48 which is rugged and robust. If little or no hinging is desired between the seat bottom 52 and seat back 54 (e.g., for seats 34 which cannot "lay back"), a single outer covering 48 may jointly cover both the seat bottom 52 and the seat back 54.
  • the bottom side of the seat bottom 52 can be covered with a rigid bottom panel 60 and the back side of the seat back 54 can be covered with a rigid seat back 62.
  • the rigid panels 60, 62 help to provide structural support for the seat 34, and can include mounting configurations (not shown) for attaching the seat 34 into the vehicle.
  • the rigid bottom panel 60 could be attached to the vehicle cab floor, or extend from the vehicle side or through structural mounts to the ceiling.
  • the seat 34 can be structurally supported into the vehicle cab through the rigid seat back 62.
  • the shock- and vibration-reducing functions of the present invention can be characterized by the resilient elements that are contained within the impervious seat bottom bladder 30 and seat back bladder 32.
  • the uncompressed bladder cavities form chambers that allow the seat cushion bottom and back to behave as an air spring.
  • the seat bottom portion of this spring will deflect or compress when loaded by a force associated with the body weight of the seat occupant when the seat base is exposed to a shock or vibration input.
  • a typical compression characteristic associated with the air in the bladders 30, 32 is shown by the curve labeled "Air" in FIG. 10.
  • a second resilient element in the bladders 30, 32 is the open cell foam panels 36, 38.
  • the shock and vibration attenuation characteristics of the seat bottom and back bladders 30, 32 will be predominantly controlled by the entrapped air in the bladder cavities.
  • the entrapped air will continue to predominantly control the shock and vibration attenuation characteristics of the seat 34 as the intensity of the shock or vibration input is increased until a point is reached where the compression of the foam panel 36 in the seat bottom bladder 30 cavity begins to predominate. At this point, the shock and vibration attenuation characteristics of the seat will be predominantly controlled by the open-cell foam panel 36 in the seat bottom 52.
  • the overall effectiveness of the seat system in reducing shock and vibration energy transmitted to the body of the seat occupant is a function of the combined cavity volumes of the seat bottom and seat back bladders 30, 32, the cavity air pressure, and the material properties of the seat foam panels 36, 38 and the seat foam panel impervious material, fabric or textile covering.
  • the seat bottom air cavity can be nearly or completely collapsed under the dynamic load caused by the body of the seat occupant. This causes air from the seat bottom bladder 30 to be forced into the seat back bladder 32, preventing the seat bottom bladder 30 from rupturing. After the severe shock has abated, the compressed air in the seat back bladder 32 flows back into the seat bottom bladder 30.
  • the seat air bladder system of the present invention also attenuates front-to-back shock and vibration energy directed into the seat 54.
  • a basic seat air bladder system with a seat bottom bladder 30 and seat back bladder 32 can attenuate shock energy directed into the back that is caused by horizontal shock events, such as a rear-end collision.
  • a seat air bladder system that contains an air bladder head rest (described below) that is fluidly coupled to the seat back air bladder 32 will protect the seat occupant from potentially severe head and neck injuries associated with whiplash caused by severe horizontal shock events.
  • the seat system represented by the present invention can be used in vehicles with very limited vehicle operator and occupant compartment spaces. It provides acceptable shock and vibration attenuation for moderately high repetitive shock and continuous vibration exposure. Depending on the specified injury criteria, it can also provide acceptable shock isolation for severely high shock exposure. Finally, it can provide shock and vibration protection for both vertical and horizontal shock and vibration exposure. Vehicles in which the present invention can be used include, but are not limited to:
  • the construction of the seat bottom and seat back air bladders 30, 32 in the present invention can take two alternative forms which omit the open cell foam panels 36, 38. If the open cell foam panels 36, 38 are omitted, the bladders 30, 32 can be formed to self retain their desired shape by weld or bond lines that are spaced within the outer peripheral weld line of the bladder to give a desired bladder thickness and contour. Also, structural elements of specified thicknesses can be placed in a specified pattern inside the bladder between the top and bottom film layers and welded or bonded to inside surfaces of these layers to give the bladder a desired thickness and contour. As another alternative, the functions of both the open cell foam and the bladder can be replaced by proper formation of a cushion using an injection mold process.
  • the shape, contour and thickness of the bladder are machined into A and B sides of an injection mold.
  • a liquefied impervious elastomeric material is injected into the mold and allowed to set up, typically through cooling solidification. After the material sets up, the A and B sides of the mold are separated, and the bladder is ejected from the mold.
  • FIG. 1 1 shows the seat air bladder system with an air bladder headrest 64 covered with a robust outer seat covering 48 designed to protect the seat bottom bladder 30, seat back bladder 32 and head rest air bladder 66 from wear and tear.
  • the rigid seat back 62 is extended upward to form a rigid structural backing 68 for the head rest air bladder 66.
  • the rigid backing 68 for the head rest air bladder 66 can be separated from the rigid seat back 62 and then structurally attached to the rigid seat back 62 with a structural support 70 that allows the head rest air bladder to be adjusted up or down with respect to the seat back air bladder 32.
  • the structure of the head rest 64 is created by a headrest open-cell foam panel 72 sealed within a bladder 66 formed by covering material.
  • the headrest panel 72 can have widthwise and lengthwise through- holes 40, 42 that facilitate air flowing more easily within the foam matrix. There will normally be at least one widthwise hole 40 and up to three lengthwise holes 42.
  • the through-holes 40, 42 will normally have a spacing that ranges from 3 to 4 in. (7.62 to 10.16 cm).
  • the cross-section dimension of the head rest 64 will normally range from 5 in. x 8 in. to 7 in. x 12 in. (12.7 cm x 30.32 cm to 17.78 cm x 30.48 cm).
  • the head rest air bladder 66 fluidly communicates with the seat back bladder 32 through flexible air channels.
  • FIGS. 1 through 14 can be mounted in many different types of seat support structures. These seat support structures can be mounted to the floor, sides, or ceiling of a vehicle cab. They will be configured and have geometries that will be compatible with the vehicle in which they are placed.
  • FIG. 15 shows the seat shock and vibration reducing bladder system mounted on a base plate 73 by a set of four resilient elements 74.
  • the base plate 73 could be part of the vehicle cab floor or frame of the vehicle.
  • Linear shafts 76 and associated bushings 78 are used to restrict the motion of the seat system to the vertical direction.
  • the resilient elements 74 are preferably wire rope springs.
  • FIG. 16 shows a typical load-deflection curve for a wire rope spring.
  • the resilient elements can alternatively be steel coil springs, leaf springs, air (pneumatic) springs, an air bladder spring, or combination thereof.
  • the load-deflection curve of a resilient element is characterized by the type of resilient element used to support the seat.
  • the load-deflection curve of spring elements can be a straight line indicating a linear spring rate characteristic. It can curve down as shown in FIG. 16 or it can curve up indicating a non-linear spring rate characteristic.
  • the resilient element installation configuration and load-deflection characteristics are dependent on the anticipated seat, seat structural frame, and seat occupant weight and the type of vehicle structural system used to support the seat structural frame.
  • FIGS. 17 through 22 depict several exemplary air bladder spring geometries which can be used as an alternative type of resilient element, functionally replacing the four resilient elements 74 from the embodiment of FIG. 15.
  • Each involves a bladder 84 defining an air cavity 86, with the air pressure in the air cavity supporting the seat 34 (shown in FIGS. 1 , 2, 1 1 and 12).
  • the air bladder spring supporting a seat structure 34 may have other geometries.
  • the shock and vibration isolation effectiveness of the seat shock and vibration reducing bladder can be enhanced by mounting the seat on a load-limiting device 80 that is used to support the seat structural frame 82 as shown in FIG. 23.
  • Load limiting devices 80 are designed to collapse or be crushed over a specified vertical distance when a pre-designed load limit associated with the weight of the seat 34, seat structural frame 82, and seat occupant, along with a high shock input to the seat base, is exceeded.
  • the preferred load limiters 80 are crushable aluminum honeycomb panels.
  • the load limiters 80 are placed at the corners of the seat bottom structural frame 60. They can also be group together into a single panel and placed at or near the center of the seat bottom structural frame 60.
  • Load limiters can alternatively be pre-formed metal or non-metal supports, a honeycomb panel (or panels) with a pre-determined thickness that is comprised of a pre-formed geometric honeycomb metal or non-metal matrix, or pre-designed metal tubes or solid rods that are designed to slide within tightly fitted outer tubes.
  • FIG. 24 shows a typical load-deflection curve of a load-limiting device 80. Energy is dissipated as the load-limiter resistance force acts over the deflection distance of the load limiter 80.
  • a load limiter installation configuration and load-deflection characteristics are also dependent on the anticipated seat 34, seat structural frame 82, and seat occupant weight and the type of vehicle structural system used to support the seat structural frame 82.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne un système de siège qui comporte des vessies à air séparées (30, 32) dans le fond du siège (52) et l'arrière du siège (54). La vessie du fond du siège (30) est en communication fluidique avec la vessie d'arrière de siège (32) à travers une pluralité de tubes d'interconnexion rigides (44), et de soupapes (46) dans les tubes ou une taille d'orifice peut réguler le débit de l'échange d'air entre la vessie de fond du siège (30) et la vessie d'arrière du siège (32). Un panneau (36, 38) de mousse à alvéoles ouvertes compressible souple s'étend dans chacune de la vessie du fond du siège (30) et de la vessie d'arrière du siège (32). Des trous traversants (41, 42) dans le panneau de mousse (36, 38) permettent une évacuation d'air accélérée vers l'autre vessie lorsque le siège (34) subit un événement de choc significatif. Les caractéristiques d'amortissement des vibrations et des chocs du siège (34) sont fournies conjointement par la force du ressort de panneau et la pression d'air de vessie.
PCT/US2008/065165 2007-05-29 2008-08-10 Système de siège avec vessie amortissant les chocs et les vibrations WO2008150926A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2008/065165 WO2008150926A1 (fr) 2007-05-29 2008-08-10 Système de siège avec vessie amortissant les chocs et les vibrations

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US60/940,462 2007-05-29
PCT/US2008/065165 WO2008150926A1 (fr) 2007-05-29 2008-08-10 Système de siège avec vessie amortissant les chocs et les vibrations

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WO2008150926A1 true WO2008150926A1 (fr) 2008-12-11
WO2008150926A9 WO2008150926A9 (fr) 2009-06-25

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PCT/US2008/065165 WO2008150926A1 (fr) 2007-05-29 2008-08-10 Système de siège avec vessie amortissant les chocs et les vibrations

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010078653A1 (fr) * 2009-01-06 2010-07-15 Magna Seating Inc. Siège mince gonflable

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3600727A (en) * 1969-03-17 1971-08-24 Harry Albert Williams Pressure-controlled cushion structure
US5033133A (en) * 1990-09-13 1991-07-23 Nissen Sports Academy, Inc. Seat cushion
US5893184A (en) * 1997-01-10 1999-04-13 Comfortex Health Care Surfaces Pressure reducing backrest cushion with selective pressure point relief
US20020014356A1 (en) * 1996-12-19 2002-02-07 Cech Leonard S. Seat weight sensor
US20040032117A1 (en) * 2002-08-19 2004-02-19 Pinto Nicholas W. Seat back load sensor

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3600727A (en) * 1969-03-17 1971-08-24 Harry Albert Williams Pressure-controlled cushion structure
US5033133A (en) * 1990-09-13 1991-07-23 Nissen Sports Academy, Inc. Seat cushion
US20020014356A1 (en) * 1996-12-19 2002-02-07 Cech Leonard S. Seat weight sensor
US5893184A (en) * 1997-01-10 1999-04-13 Comfortex Health Care Surfaces Pressure reducing backrest cushion with selective pressure point relief
US20040032117A1 (en) * 2002-08-19 2004-02-19 Pinto Nicholas W. Seat back load sensor

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010078653A1 (fr) * 2009-01-06 2010-07-15 Magna Seating Inc. Siège mince gonflable
US8944504B2 (en) 2009-01-06 2015-02-03 Magna Seating Inc Inflatable thin seat

Also Published As

Publication number Publication date
WO2008150926A9 (fr) 2009-06-25

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