WO2019222285A1

WO2019222285A1 - Vehicle seat suspension

Info

Publication number: WO2019222285A1
Application number: PCT/US2019/032309
Authority: WO
Inventors: Robert Edward GLASPIE
Original assignee: Tesla, Inc.
Priority date: 2018-05-17
Filing date: 2019-05-14
Publication date: 2019-11-21

Abstract

A vehicle seat includes: a suspension system having a multi-post architecture, the suspension system including sleeves pivotally coupled to respective pairs of lift links, a first pair of lift links coupled to each other at a first pivot point, a second pair of lift links coupled to each other at a second pivot point; and a height adjustment system that is adjustable independently of the suspension system; wherein the suspension system is configured for passive suspension upon a passive component being coupled between the first and second pivot points, and for active suspension upon an active component being coupled between the first and second pivot points. A structural architecture can be made more efficient. The vehicle seat can be interchangeable between an active suspension and a passive suspension.

Description

VEHICLE SEAT SUSPENSION

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to U.S. Provisional Patent Application

No. 62/673,059, filed on May 17, 2018, entitled“VEHICLE SEAT SUSPENSION”, the disclosure of which is incorporated by reference herein in its entirety.

BACKGROUND

[0002] Most vehicle seats are adjustable. However, some drawbacks remain with certain types of seats used in larger vehicles, such as those commonly used in trucks of semi-trailers. Most adjustable truck seats have a scissor-lift design, which is an architecture introduced a long time ago that includes pivoting legs crossing each other. A more recent development in vehicle seating is to position the seat belt system entirely onboard the seat, in what is sometimes called an "all belts to seat" (ABTS) solution. In the event of a collision, ABTS requires the frame of the seat to withstand the expected loads of the occupant and distribute them to the vehicle body. However, scissor-leg designs were not originally intended for ABTS solutions and are not efficient at distributing the loads.

[0003] Many seats have height adjustment to seek to accommodate occupants of different height. An occupant can be the driver of the vehicle if the seat is a driver seat, or the occupant can be a passenger of the vehicle if the seat is a passenger seat. For a driver, adjusting the height of the seat can be important in ensuring a safe driving position. For a passenger, height adjustment can provide increased comfort. Truck seats with scissor-lift designs can be raised or lowered using an airbag positioned underneath the seat, with the scissor legs being more, or less, extended based on the state of inflation.

[0004] Many seats feature suspension for the comfort of the occupant. In truck seats with a scissor-lift design, the airbag also serves as a spring to provide suspension, and a damper can be added to absorb shock. However, because the airbag is also used to control the seat height, ride characteristics are affected by the height adjustment. For example, a tall occupant might let air out of the airbag to lower the seat, and as a result will not get as much spring force in the suspension. A short person, by contrast, might inflate the airbag to raise the seat, and the suspension will thereby be different. SUMMARY

[0005] In one aspect, a vehicle seat includes: a suspension system having a multi post architecture, the suspension system including sleeves pivotally coupled to respective pairs of lift links, a first pair of lift links coupled to each other at a first pivot point, a second pair of lift links coupled to each other at a second pivot point; and a height adjustment system that is adjustable independently of the suspension system; wherein the suspension system is configured for passive suspension upon a passive component being coupled between the first and second pivot points, and for active suspension upon an active component being coupled between the first and second pivot points.

[0006] Implementations can include any or all of the following features. The multi-post architecture includes first through fourth posts, and the suspension system includes respective first through fourth sleeves for the first through fourth posts. The first and second sleeves are pivotally coupled to the first pair of lift links, and the third and fourth sleeves are pivotally coupled to the second pair of lift links. The vehicle seat has a front end and a rear end, the first pair of lift links is positioned toward the front end and the second pair of lift links is positioned toward the rear end. The first pair of lift links and the second pair of lift links are positioned side-by-side. At least one of the lift links has a Y-shape. A corresponding one of the first and second pivot points is located at a base of the Y-shape. The passive component comprises a coilover. The active component comprises an actuator. The height adjustment system comprises a four-bar linkage. The height adjustment system is positioned on top of the suspension system. The vehicle seat further includes a plate riding on the suspension system, the sleeves are coupled to the plate, and respective first ends of the pairs of lift links are pivotally coupled to the plate. The multi-post architecture includes posts coupled to a plate configured for fore/aft adjustment on a track.

BRIEF DESCRIPTION OF DRAWINGS

[0007] FIG. 1 shows a perspective view of an example of a vehicle seat.

[0008] FIG. 2 shows a side view of the vehicle seat in FIG. 1.

[0009] FIG. 3 shows an exploded view of the vehicle seat in FIG. 1.

[0010] FIGS. 4A-B show examples of a vehicle seat where a height adjustment is in a full down position.

[0011] FIGS. 5A-B show examples of a vehicle seat where a height adjustment is in a full up position. [0012] FIGS. 6A-B show examples of a vehicle seat where a suspension is in a neutral position.

[0013] FIGS. 7A-B show examples of a vehicle seat where a suspension is in a full downward position.

[0014] FIGS. 8A-B show examples of a vehicle seat where a suspension is in a full upward position.

[0015] FIGS. 9A-B show examples of a multi -post architecture provided with a coilover for passive suspension.

[0016] FIGS. 10A-B show examples of a multi-post architecture provided with an actuator for active suspension.

DETAILED DESCRIPTION

[0017] This document describes examples relating to vehicle seats where height adjustment and suspension are independent of each other. A vehicle seat can be provided with a more efficient structural architecture than in existing designs. In some

implementations, a multi-post architecture is used to provide a suspension system separate from a height adjustment system. For example, the suspension system can provide an interchangeable architecture that can provide either passive suspension or active suspension. Solutions described herein can advantageously be used in ABTS designs.

[0018] FIG. 1 shows a perspective view of an example of a vehicle seat 100. FIG. 2 shows a side view of the vehicle seat 100 in FIG. 1. The vehicle seat 100 includes a seatback frame 102, a seat cushion frame 104, a height adjustment system 106, and a suspension system 108. The suspension system 108 can provide interchangeability between an active suspension (e.g., using electro-hydraulic technology) and a passive suspension (e.g., a traditional shock absorber). The vehicle seat 100 is moveable (e.g., fore/aft in a vehicle) by way of sliding on tracks 110. The height adjustment system 106 and the suspension system 108 are independent of each other. For example, the height adjustment system 106 can be adjusted to any height within the range of its travel without affecting the nature of the suspension (e.g., the ride characteristics). In some implementations, the height adjustment system 106 comprises a four-bar linkage system that is adjustable using an actuator (e.g., an electric motor). For example, this can provide a structural architecture that is more efficient than existing approaches (e.g., scissor-lift designs). [0019] FIG. 3 shows an exploded view of the vehicle seat 100 in FIG. 1. The seatback frame 102 and the seat cushion frame 104 can be separate from each other or provided as an integrated unit. In some implementations where the vehicle seat 100 is intended as a truck seat, the seatback frame 102 and the seat cushion frame 104 can include components that are also used in a different type of seat, such as a seat for a sedan or other passenger vehicle. For example, one or more extra frame components can be added to such components for the other type of seat to make the vehicle seat 100 an ABTS solution.

[0020] The height adjustment system 106 can include multiple bars 112 that are linked to each other using pivot points 114 and 116. For example, a four-bar linkage system can be formed.

[0021] The suspension system 108 can feature a multi-post architecture. In some implementations, four posts 118 can be provided that extend perpendicular to a floor of the vehicle (e.g., the posts 118 can be essentially perpendicular to the tracks 110). The travel of the suspension system 108 can occur along the posts 118. In some implementations, the suspension system 108 includes lift links 120 coupled to each other at respective pivot points 122. The travel of the suspension upward (or downward) corresponds to an increasing (or decreasing) separation between the pivot points 122.

[0022] The tracks 110 can be mounted to the floor of the vehicle. In some

implementations, the tracks 110 provide fore/aft travel of the vehicle seat 100. For example, one or more locking mechanisms can be used for securing a base of the vehicle seat 100 at a position on the tracks 110.

[0023] FIGS. 4A-B show examples of a vehicle seat 400 where a height adjustment is in a full down position. The vehicle seat 400 includes, among other components, a height adjustment system 402. The height adjustment system 402 includes multiple bars 404 that can pivot in relation to each other at pivot points 406 and 408. Here, the height adjustment system 402 has been placed in a full down position. For example, in the full down position a seat cushion frame 410 of the vehicle seat 400 is at its closest position to a suspension system 412.

[0024] FIGS. 5A-B show examples of a vehicle seat 500 where a height adjustment is in a full up position. The vehicle seat 500 includes, among other components, a height adjustment system 502. The height adjustment system 502 includes multiple bars 504 that can pivot in relation to each other at pivot points 506 and 508. Here, the height adjustment system 502 has been placed in a full up position. For example, in the full up position a seat cushion frame 510 of the vehicle seat 500 is at its farthest position from a suspension system 512. [0025] FIGS. 6A-B show examples of a vehicle seat 600 where a suspension is in a neutral position. The vehicle seat 600 includes a suspension system 602 that can travel in at least two directions (e.g., upward and downward) to provide suspension for an occupant. The suspension system 602 is a multi-post architecture: here, sleeves 604 are configured to travel along respective posts 606. The suspension system 602 includes lift links 608 that are pivotally coupled to each other at respective pivot points 610. Between the pivot points 610 can be mounted a suspension component 612. Here, the suspension component 612 includes a spring and a damper (e.g., a coilover). For example, the suspension component 612 can provide passive suspension in the suspension system 602. In some implementations, the suspension component 612 includes an actuator (e.g., an electric motor). For example, the suspension component 612 can provide active suspension in the suspension system 602.

[0026] In the position shown in FIGS. 6A-B, the suspension system 602 is in a neutral position. For example, in a neutral position a seat cushion frame 614 can be at an intermediate distance from the suspension system 602.

[0027] FIGS. 7A-B show examples of a vehicle seat 700 where a suspension is in a full downward position. The vehicle seat 700 includes a suspension system 702. In some implementations, the vehicle seat 700 and/or the suspension system 702 can be similar or identical to the respective vehicle seat 600 and suspension system 602 in FIGS. 6A-B.

In the position shown in FIGS. 7A-B, the suspension system 702 is in a full downward travel position. For example, in a full downward travel position a seat cushion frame 714 can be at a closest distance to the suspension system 702.

[0028] FIGS. 8A-B show examples of a vehicle seat 800 where a suspension is in a full upward position. The vehicle seat 800 includes a suspension system 802. In some implementations, the vehicle seat 800 and/or the suspension system 802 can be similar or identical to the respective vehicle seat 600 and suspension system 602 in FIGS. 6A-B. In the position shown in FIGS. 8A-B, the suspension system 802 is in a full upward travel position. For example, in a full upward travel position a seat cushion frame 814 can be at a farthest distance from the suspension system 802.

[0029] Some examples herein describe vehicle seats with a suspension system that is interchangeable between an active suspension and a passive suspension. For example, an active suspension can be provided using an actuator (e.g., an electro-hydraulic component) that actively adjusts the suspension during use (e.g., while the vehicle is traveling). For example, a passive suspension can be provided using a shock absorber (e.g., a traditional coilover). [0030] FIGS. 9A-B show examples of a multi-post architecture 900 provided with a coilover 902 for passive suspension. The coilover 902 includes at least one spring and at least one damper. In some implementations, another type of passive shock absorber than a coilover can be used. In this example, four posts 904 are included in the multi-post architecture 900. In some implementations, more or fewer posts can be used. A respective sleeve 906 is configured to travel on each of the posts 904. For example, a linear bearing can facilitate relative motion between the respective post 904 and sleeve 906. The multi-post architecture 900 includes lift links 908. In some implementations, four lift links 908 can be used. The lift link 908 here has a Y-shape with a base 908' and respective ends 908". The bases 908' of a pair of two respective lift links 908 are pivotally coupled to each other at a pivot point 910. Each of the ends 908" is pivotally coupled at a respective pivot point 912. For example, some of the ends 908" can be pivotally coupled to a plate traveling with the suspension, which plate is here omitted for clarity. In such implementations, the sleeves 906 can also be coupled to such a plate. For example, some of the ends 908" can be pivotally coupled to a plate fixed relative to the suspension, which plate is here omitted for clarity.

In such implementations, the posts 904 can also be coupled to such a plate.

[0031] A force that biases the pivot points 912 that are proximate the sleeves 906 toward the other pivot points 912 distant to the sleeves 906 tends to decrease the separation between the pivot points 910. A force that biases the pivot points 912 that are proximate the sleeves 906 away from the other pivot points 912 distant to the sleeves 906 tends to increase the separation between the pivot points 910. The coilover 902 here provides passive suspension by being positioned between the respective pivot points 910.

[0032] The multi-post architecture 900 can be positioned in different orientations. Here, the multi-post architecture 900 can have a first end 914 and a second end 916. In some implementations, the vehicle seat having the multi-post architecture 900 can be oriented so that the first end 914 is toward a front of the vehicle, and the second end 916 is toward a rear of the vehicle. This can be considered a front-rear orientation. For example, this can be used when the vehicle seat is a single-occupant seat (e.g., for a driver seat of a truck). In some implementations, the vehicle seat having the multi-post architecture 900 can be oriented so that the first end 914 is toward a left side of the vehicle, and the second end 916 is toward a right side of the vehicle. This can be considered a side-by-side orientation. For example, this can be done when the vehicle seat is a multi-occupant seat (e.g., a bench seat). [0033] FIGS. 10A-B show examples of a multi-post architecture 1000 provided with an actuator 1006 for active suspension. For example, the actuator 1006 can be an electro- hydraulic device controlled by a system to provide active suspension. The multi-post architecture 1000 includes a plate 1002 (e.g., an upper plate) and a plate 1004 (e.g., a lower plate). The plate 1004 can be configured for fore/aft travel of the vehicle seat (not shown) having the multi-post architecture 1000. In this example, four posts 1008 are included in the multi-post architecture 1000. In some implementations, more or fewer posts can be used.

A sleeve 1010 is configured to travel on the respective posts 1008. The multi-post architecture 1000 includes lift links 1012 that are pivotally coupled to form respective pivot points 1014. The lift links 1012 proximate the plate 1002 are pivotally coupled to the plate 1002. The lift links 1012 proximate the plate 1004 are pivotally coupled to the plate 1004. The sleeves 1010 are coupled to the plate 1002. As such, the sleeves 1010 are pivotally coupled to the lift links 1012. The actuator 1006 here provides active suspension by being positioned between the respective pivot points 1014. The multi-post architecture 1000 can be positioned in different orientations. For example, similar to the multi-post architecture 900 in FIGS. 9A-B, the multi-post architecture 1000 can be positioned in a front-rear orientation or in a side-by-side orientation.

[0034] A number of embodiments have been described. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the specification.

[0035] In addition, the logic flows depicted in the figures do not require the particular order shown, or sequential order, to achieve desirable results. In addition, other steps may be provided, or steps may be eliminated, from the described flows, and other components may be added to, or removed from, the described systems. Accordingly, other embodiments are within the scope of the following claims.

[0036] While certain features of the described implementations have been illustrated as described herein, many modifications, substitutions, changes and equivalents will now occur to those skilled in the art. It is, therefore, to be understood that appended claims are intended to cover all such modifications and changes as fall within the scope of the implementations. It should be understood that they have been presented by way of example only, not limitation, and various changes in form and details may be made. Any portion of the apparatus and/or methods described herein may be combined in any combination, except mutually exclusive combinations. The implementations described herein can include various combinations and/or sub-combinations of the functions, components and/or features of the different implementations described.

Claims

What is claimed is:

1. A vehicle seat comprising:

a suspension system having a multi-post architecture, the suspension system including sleeves pivotally coupled to respective pairs of lift links, a first pair of lift links coupled to each other at a first pivot point, a second pair of lift links coupled to each other at a second pivot point; and

a height adjustment system that is adjustable independently of the suspension system; wherein the suspension system is configured for passive suspension upon a passive component being coupled between the first and second pivot points, and for active suspension upon an active component being coupled between the first and second pivot points.

2. The vehicle seat of claim 1, wherein the multi -post architecture includes first through fourth posts, and wherein the suspension system includes respective first through fourth sleeves for the first through fourth posts.

3. The vehicle seat of claim 2, wherein the first and second sleeves are pivotally coupled to the first pair of lift links, and wherein the third and fourth sleeves are pivotally coupled to the second pair of lift links.

4. The vehicle seat of claim 3, wherein the vehicle seat has a front end and a rear end, wherein the first pair of lift links is positioned toward the front end and the second pair of lift links is positioned toward the rear end.

5. The vehicle seat of claim 3, wherein the first pair of lift links and the second pair of lift links are positioned side-by-side.

6. The vehicle seat of claim 1, wherein at least one of the lift links has a Y-shape.

7. The vehicle seat of claim 6, wherein a corresponding one of the first and second pivot points is located at a base of the Y-shape.

8. The vehicle seat of claim 6, wherein each lift link of the first pair of lift links and each lift link of the second pair of lift links has a Y-shape, wherein the first pivot point is located at bases of the Y-shapes of the lift links of the first pair of lift links, and wherein the second pivot point is located at bases of the Y-shapes of the lift links of the second pair of lift links.

9. The vehicle seat of claim 8, wherein the suspension system is configured so that a first force that biases the lift links of the first pair of lift links toward each other tends to decrease a separation between the first and second pivot points, and wherein a second force that biases the lift links of the first pair of lift links away from each other tends to increase the separation between the first and second pivot points.

10. The vehicle seat of claim 8, wherein upper lift links of each of the first pair of lift links and the second pair of lift links are coupled to an upper plate of the vehicle seat.

11. The vehicle seat of claim 8, wherein lower lift links of each of the first pair of lift links and the second pair of lift links are coupled to a lower plate of the vehicle seat.

12. The vehicle seat of claim 1, wherein the passive component comprises a coilover.

13. The vehicle seat of claim 12, wherein the coilover comprises a spring and a damper.

14. The vehicle seat of claim 1, wherein the active component comprises an actuator.

15. The vehicle seat of claim 1, wherein the height adjustment system comprises a four-bar linkage.

16. The vehicle seat of claim 1, wherein the height adjustment system is positioned on top of the suspension system.

17. The vehicle seat of claim 1, further comprising a plate riding on the suspension system, wherein the sleeves are coupled to the plate, and wherein respective first ends of the pairs of lift links are pivotally coupled to the plate.

18. The vehicle seat of claim 1, wherein the multi-post architecture includes posts coupled to a plate configured for fore/aft adjustment on a track.

19. The vehicle seat of claim 1, configured so that the suspension system has a front-rear orientation.

20. The vehicle seat of claim 1, configured so that the suspension system has a side-by-side orientation.