Supports – Stand – Adjustable vertically
Reexamination Certificate
1999-07-09
2001-03-20
Ramirez, Ramon O. (Department: 3632)
Supports
Stand
Adjustable vertically
C248S631000, C248S636000, C267S064240, C267S131000
Reexamination Certificate
active
06202972
ABSTRACT:
BACKGROUND OF THE INVENTION
The present invention relates generally to suspension systems. More specifically, the present invention relates to vehicle seat suspension systems.
Vehicle seat suspension systems are commonly used to increase rider comfort in vehicles. Low profile seats in automobiles typically include arrays of spring mechanisms for support, while high profile seats found in heavy trucks and buses offer room for more elaborate mechanisms.
Conventional seat suspension systems for high profile seats often include an air spring for providing load-bearing support and a shock absorber for providing damping support. Consider, for example, the conventional seat suspension system
100
illustrated in FIG.
1
. The seat suspension system
100
includes a seat
110
, a seat base
112
and a seat coupling
114
interposed between the seat
110
and the seat base
112
. The seat coupling
114
may, for example, include a scissor support
115
. An air spring
120
is interposed between the seat
110
and the seat base
112
. The air spring
120
typically provides the primary load-bearing support for the seat
110
, and thus is generally coupled to the seat
110
or seat coupling
114
at a position along the centerline
111
(or main load-bearing line) of the seat
110
. Since the air spring
120
is generally flexible, it may be rigidly coupled at the lower end
122
and upper end
124
to the seat base
112
and the seat coupling
114
respectively.
The seat suspension system
100
also includes a shock absorber
130
for damping relative motions induced between the seat
110
and the seat base
112
. The shock absorber
130
is typically coupled to the seat base
112
and seat coupling
114
at the lower shock end
132
and upper shock end
134
respectively. Since the air spring
120
typically occupies the space beneath the center of the seat
110
, the shock absorber
130
is coupled to the seat
110
or seat coupling
114
at a position offset from the centerline
111
of the seat
110
.
There are a number of disadvantages to the conventional seat suspension system
100
, exemplified in
FIG. 1
, and other conventional seat suspension systems. One disadvantage is that since the shock absorber
130
is coupled to the seat coupling
114
at a position offset from the centerline
111
of the seat
110
, the shock absorber
130
operates at a mechanical disadvantage. Thus, the shock absorber
130
is generally specified to provide more damping force than would be necessary if the shock absorber were more efficiently mounted. In addition, since the shock absorber
130
is providing damping force to the seat coupling
114
at a position offset from the centerline
111
of the seat
110
, the damping force provided by the shock absorber
130
results in moments in the structure of the seat suspension system
100
. The moments, in turn, induce twisting on the structure of the seat suspension system
100
, leading to increased wear and reduced service life. The twisting, in turn, may also result in discomfort for the user of the seat suspension system
100
.
Another disadvantage to the conventional seat suspension system
100
is that it is relatively expensive to manufacture. Two separate components, the air spring
120
and the shock absorber
130
, govern the relative motion between the seat
110
and the seat base
130
. Each of the two components, in turn, requires respective mounting hardware. Material supply lines must be managed for the air spring
120
, shock absorber
130
and respective mounting hardware. The material supply lines may involve different suppliers. In addition, the relatively high part count complicates assembling the seat suspension system
100
. Unnecessarily high part count typically corresponds to high production cost, reduced product reliability, increased production cycle time, and poorer overall product quality.
The need has long existed for an improved seat suspension system that provides increased user comfort, increased reliability, increased manufacturability, and reduced cost.
SUMMARY OF THE INVENTION
Accordingly, it is an object of the present invention to provide a seat suspension system which provides user support and damping along the centerline of the seat.
It is also an object of the present invention to provide a seat suspension system with a reduced parts count.
It is a further object of the present invention to provide a seat suspension system including a combination air spring and shock absorber.
It is a still further object of the present invention to provide a combination air spring and shock absorber for use in vehicle suspension systems.
One or more of the foregoing objects is met in whole or in part by a preferred embodiment of the present invention that provides an improved seat suspension system. The improved seat suspension system includes a seat coupled to a seat base with a scissors support. A combination air spring and shock absorber is interposed between the seat base and the seat to provide load support and damping to the seat. The combination air sp and shock absorber is rotationally coupled at a first end to the seat base, and rotationally coupled at a second end along the central rotational axis of the scissors support.
The combination air spring and shock absorber includes an air spring member with an axial cavity. The combination air spring and shock absorber also includes a shock absorber member which is substantially disposed in the axial cavity of the air spring member. The air spring member includes a first spring opening with a piston member sealingly engaging the outer cylindrical surface of the main shock body of the shock absorber member. The air spring member also includes a second spring opening with a cap member sealingly engaging the outer cylindrical surface of the shock rod of the shock absorber member. The combination air spring and shock absorber further includes a rod attachment member removeably coupled to the end of the shock rod extended through the cap member, which secures the air spring member to the shock absorber member. The air spring member and shock absorber member are slidably separable by the removal of the rod attachment member.
REFERENCES:
patent: 3608855 (1971-09-01), Osenberg
patent: 3628763 (1971-12-01), Auer
patent: 3913975 (1975-10-01), Carter
patent: 3994469 (1976-11-01), Swenson et al.
patent: 4445673 (1984-05-01), Clark
patent: 4493481 (1985-01-01), Merkle
patent: 4809944 (1989-03-01), Smith et al.
patent: 4854555 (1989-08-01), Ohkawa et al.
patent: 5004206 (1991-04-01), Anderson
patent: 5234203 (1993-08-01), Smith
patent: 5950977 (1999-09-01), Proksch et al.
Gabriel Ride Control Products, Inc.
Le Tan
McAndrews Held & Malloy Ltd.
Ramirez Ramon O.
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