US3145987A - Resilient seat construction - Google Patents

Description

Aug. 25, 19 4 R. GOODMAN 3,145,987

RE'SILIEN'I. SEAT CONSTRUCTION Filed May 31 1963 INVENTOR. ROBERT GOODMAN A TORNEY United States Patent 0 "ice 3,145,987 RESILIENT SEAT CONSTRUCTION Robert Goodman, 5325 Westminster Ave., Philadelphia, Pa. Filed May 31, 1963, Ser. No. 284,481 5 Claims. (Cl. 267--104) This invention relates to a resilient seat construction, and it particularly relates to a resilient seat construction adapted for use in vehicles and the like.

It is common knowledge that seats in automobiles, trucks and the like should desirably have at least a certain amount of resilience or flexibility in order to cushion the person sitting thereon against road shocks, vehicle body vibration, etc. This was, at first, usually attained by means of a coil spring network positioned between an upper and lower deck whereby the coil springs resiliently supported the seating surface on the upper deck. However, it has been found that the coil springs in this type of structure tended to become deformed in certain areas which bore the brunt of the weight of the user so that sag would develop between one portion of the seat and another. Furthermore, under constant use, the fabric covering over the coil springs would become so worn that the springs would pierce the fabric and the user would be forced to either endure the discomfort of sitting on exposed springs or go to the expense of recovering the seat. In addition, the coil springs would not give the same support to heavier persons as they would give to lighter persons, while if the coils were provided with sufficient strength to adequately support the heavier persons with the greatest degree of comfort, they would be too rigid to provide adequate resilience for lighter persons.

Because of the above difficul-ties, a wire network came into general use. The fabric cover was supported directly by this wire network. This solved many of the problems inherent in the use of bare coil springs. However, it had not completely solved the problem of sag nor of constant flexibility under varying loads. Furthermore, the wire networks were relatively complex and expensive to manufacture.

It is one object of the present invention to overcome the above difiiculties by providing a seat construction which is adapted to provide a constant resilient support for all persons regardless of their weight or bulk and regardless of where the load is applied.

Another object of the present invention is to provide a seat construction of the aforesaid type wherein distortion of coil springs and exposure of irritating individual coils through wear and tear of the covering material are substantially eliminated.

Another object of the present invention is to provide a seat construction which is relatively simple and inexpensive to produce.

Other objects and many of the attendant advantages of this invention will be readily appreciated as the same becomes better understood by reference to the following description when read in conjunction with the accompanyings wherein:

FIG. 1 is a top perspective view, partly broken away, of a seat frame construction embodying the present invention.

FIG. 2 is a cross-sectional view on line 22 of FIG. 1.

Referring in greater detail to the various figures of the drawing wherein similar reference characters refer to similar parts, there is shown a seat frame assembly, generally designated 10, which includes a lower frame 12 and an upper frame 14. Both frames 12 and 14 are of tubular metal construction and both are generally rectangular in shape and of corresponding size.

Extending transversely across the upper frame are a 3,145,987 Patented Aug. 25, 1964 series of laterally spaced springs 16 preferably of a sinusoidal construction. The springs are provided with end portions 18 connected to corresponding longitudinal sections of the frame 14 and are held in tension between these longitudinal sections.

The end sections of the upper frame 14 are each comprised of a pair of telescopically related bars, respectively designated 22 and 24. The bar 22 is the inner or male telescopic member and is integral with the rear section of the frame while the bar 24 is outer or female telescopic member and is integral with the front section of the frame. Of course, the telescopic arrangement may be reversed if desired.

Extending transversely across the lower frame 12 are a plurality of angle bars 26. As illustrated, the angle bars 26 are divided into two pairs, one pair on each side of an arcuate portion 28 on each longitudinal section of the lower frame. These arcuate portions 28 are aligned with each other and are provided for the purpose of accommodating the central hump in present-day cars. However, the arcuate portions 28 may obviously be eliminated whereby the angle bars could all be equidistantly spaced.

Pivotally connected to the vertical flange of each angle bar 26 are a pair of arms 30 and 32. The arms 30 and 32 of each pair are pivoted to opposite end portions of their respective angle bars and cross each other intermediate their lengths. In order to provide clearance between them, each arm 30 is provided with an offset central portion 34. At their upper ends, each of the arms 30 and 32 is provided with a twisted, ninety degree offset portion, as at 36 and 38 respectively, which engages within a corresponding slot in the respective section of the upper frame 12. These slot engagements provide relatively fixed connections between the arms and the upper frame, however, there is just sufiicient play between the offset ends of the arms and the slots in which they are engaged to provide for slight relative movement during pivotal motion of the arms.

At their lower ends, and outwardly of their pivotal connections, the arms 30 and 32 are provided with offset horizontal extensions, respectively designated 42 and 44. These extensions form stops which abut the horizontal flanges of the respective angle bars to limit movement of the arms above a predetermined height.

Enclosing the entire frame assembly is a flexible cover of fabric, leather or the like (not shown) in the ordinary manner.

The above-described structure operates as follows: When the seat is in normal position with no load thereon, the springs 16 maintain sufficient tension on the arms 30 and 32 to retain the seat in the raised position, said tension being opposed to the normal bias on the arms 30 and 32 provided by the force of gravity. The extensions 42 and 44 here act as stops to prevent undue raising of the upper frame by the springs 16. However, when a load is placed on any part of the upper frame and spring network, this load is transmitted to all the arms 30 and 32 equally because whatever force is applied to one of the arms of each pair is automatically compensated by the other arm in accordance with the law of action and reaction. As a result, the downward force of the load acts to spread the arms 30 and 32, the heavier the load the greater the spread. The telescopic construction of the portions 22 and 24 permits the arms to move around their pivots Without placing undue lateral stress on the upper frame. Consequently, although the upper frame may be lower to the floor under a heavier than under a lighter load, the tautness of the springs 16 remains constant. This is also true regardless of the area to which the load is applied since the force of the load is spread equally between all the pivoted arms.

The crossed arrangement of the arms 30 and 32 in each pair, whereby the arm 30 is connected to the upper and lower frames in opposite positions relative to the arm 32, is an important feature of the present invention because the crossed arrangement serves as a reinforcing brace for the upper frame in all positions of automatic adjustment.

The spreading'of the arms 30 and 32 does not affect the enveloping cover (not shown) because this cover is connected only to the bottom of the lower frame so that as the upper frame shifts position, the cover also shifts position, becoming lower but wider as the upper frame is lowered.

Obviously many modifications and variations of the present invention are possible in the light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced otherwise than specifically described.

The invention claimed is:

1. A flexible seat construction comprising a frame assembly including an upper frame and a lower frame, said upper frame comprising a pair of oppositely disposed sections laterally spaced from each other but connected to each other by extendable and retractable lateral connections which extend and retract to increase and decrease the elfective width of said upper frame while maintaining the connection between said oppositely disposed sections, at least one pair of arms connecting the upper and lower frames, each arm of the pair having a relatively fixed connection at one end with one of said oppositely disposed sections of said upper frame and being pivotally connected to a diagonally opposed section of the lower frame, the relatively fixed connection and the pivotal connection of one arm being diagonally opposed to the corresponding connections of the other arm whereby said arms intersect in a common plane intermediate their lengths and between said upper and lower frames, and at least one spring extending in tension between the oppositely disposed sections of said upper frame.

2. The seat construction of claim 1 wherein stop means are provided on said arms to limit pivotal movement of said arms under the force exerted by the tension of said spring means.

3. The seat construction of claim 1 wherein said spring means comprises at least one sinusoidal spring fixed at its opposite ends to opposite sides of said upper frame 4. A flexible seat construction comprising a frame assembly including an upper frame and a lower frame, said upper and lower frames being of generally rectangular shape and of corresponding size, both of said frame being constructed of tubular metal, said upper frame having a pair of oppositely disposed longitudinal sections and a pair of oppositely disposed end sections, each of said end sections comprising at least two telescopic members movable relatively to each other, at least one pair of arms connecting the upper and lower frames, each arm of the pair having a relatively fixed connection at one end with one longitudinal section of the upper frame and being pivotally connected to a diagonally opposed section of the lower frame, the relatively fixed connection and the pivotal connection of one arm being diagonally opposed to the corresponding connections of the other arm whereby said arms intersect in a common plane intermediate their lengths and between said upper and lower frames, and at least one spring extending in tension between the opposed longitudinal sections of said upper frame.

5. The seat construction of claim 4 wherein said arms are pivotally connected to an angle bar extending between opposite sides of said lower frame, each of said arms having an extension forming a limit stop, said extensions being arranged to abut against a flange of said angle bar when the corresponding arms reach a predetermined position of pivotal movement.

References Cited in the file of this patent UNITED STATES PATENTS 326,096 Bigeon Sept. 15, 1885 FOREIGN PATENTS 1,217,577 France Dec. 7, 1959

Claims (1)

1. A FLEXIBLE SEAT CONSTRUCTION COMPRISING A FRAME ASSEMBLY INCLUDING AN UPPER FRAME AND A LOWER FRAME, SAID UPPER FRAME COMPRISING A PAIR OF OPPOSITELY DISPOSED SECTIONS LATERALLY SPACED FROM EACH OTHER BUT CONNECTED TO EACH OTHER BY EXTENDABLE AND RETRACTABLE LATERAL CONNECTIONS WHICH EXTEND AND RETRACT TO INCREASE AND DECREASE THE EFFECTIVE WIDTH OF SAID UPPER FRAME WHILE MAINTAINING THE CONNECTION BETWEEN SAID OPPOSITELY DISPOSED SECTIONS, AT LEAST ONE PAIR OF ARMS CONNECTING THE UPPER AND LOWER FRAMES, EACH ARM OF THE PAIR HAVING A RELATIVELY FIXED CONNECTION AT ONE END WITH ONE OF SAID OPPOSITELY DISPOSED SECTIONS OF SAID UPPER FRAME AND BEING PIVOTALLY CONNECTED TO A DIAGONALLY OPPOSED SECTION OF THE LOWER FRAME, THE RELATIVELY FIXED CONNECTION AND THE PIVOTAL CONNECTION OF ONE ARM BEING DIAGONALLY OPPOSED TO THE CORRESPONDING CONNECTIONS OF THE OTHER ARM WHERE-

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