BLAST ATTENUATION SEAT

Abstract

A seat supports an occupant of a vehicle and absorbs a force between the occupant and the vehicle created by relative movement between the occupant and the vehicle. The seat includes a seat back and a seat bottom frame supporting the seat back and extending from the seat back along an axis. A seat pan is moveably coupled to the seat bottom frame and an energy absorbing device is coupled to the seat bottom frame and the seat pan. The energy absorbing device is configured to absorb at least a portion of the force between the occupant and the vehicle when the seat pan moves relative to the seat bottom frame. A link is pivotably coupled to the seat pan and to the seat bottom frame and guides movement of the seat pan relative to the seat bottom frame away from the seat back along the axis when the seat pan moves relative to the seat bottom frame.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a seat for supporting an occupant of a vehicle and absorbing a force between the occupant and the vehicle created by relative movement between the occupant and the vehicle

2. Description of the Related Art

Vehicles are widely used for military purposes, especially in recent military conflicts, to transfer soldiers, to enter combat areas, to patrol areas, etc. Such vehicles can be exposed to blasts resulting from an explosive such as an improvised explosive device, a mine, a grenade, etc. Forces from such blasts are transferred through the vehicle to the occupants. The vibration and/or reverberation of the blast through the vehicle can injure the occupants.

These vehicles can be armored to shield the occupants from such blasts but the armor of the armored vehicle is designed to remain rigid during a blast to deflect the blast and preserve the structural integrity of the vehicle, or at least the portion of the vehicle housing occupants. Unlike civilian automobiles that are designed to crush to absorb forces resulting from an automobile crash, the armor on the armored vehicle, due to its rigidity, does not crush and thus does not absorb forces resulting from the blast. As such, although the armor protects the occupants by maintaining structural rigidity of the vehicle, the blast vibrates and/or reverberates through the vehicle because the armor does not deform to absorb the energy of the blast. This vibration and/or reverberation through the vehicle can injure the occupant. For example, if the blast originates below the vehicle, the blast can vibrate and/or reverberate through the floor of the vehicle. In such a scenario, the occupant can be harmed if this vibration and/or reverberation is transferred directly to the occupant through the floor and/or the seat.

Further, whether the vehicle is armored or not, much of the technology for absorbing energy in a civilian automobile during an automobile accident is not suitable for absorbing energy from an explosive blast. As one example, conventional civilian automobiles are equipped with airbags that inflate upon crash of the automobile. The airbag can inflate within 5 milliseconds. Due to the speeds of typical civilian automobile accidents and/or due to the crushing of the automobile to absorb energy, the immediate need for inflation of the airbag is not necessary and the 5 millisecond delay is acceptable. In other words, in a civilian automobile accident, the inflation of the airbag is not needed earlier than 5 milliseconds after the crash. However, in the case of an explosive blast, the magnitude of the blast can be such that the forces of the blast are almost instantaneously transferred to the occupant, i.e., forces that can harm the occupant are transferred through the armored vehicle in less than 5 milliseconds. Further, in the case of an armored vehicle, for example, the armor is relatively rigid and does not absorb much, if any, forces. As such, much or all of the force resulting from the blast is transferred virtually instantaneously through the vehicle to the occupant. As such, the airbags used in civilian automobiles cannot react quickly enough due to the 5 millisecond delay associated with the civilian automobile airbags.

In addition to generating initial forces acting on the vehicle, the blast can also cause the vehicle to become airborne. The occupant can suffer injuries relating to the landing of the vehicle on the ground, i.e., the “slam down.”

SUMMARY OF THE INVENTION AND ADVANTAGES

The present invention includes a seat for supporting an occupant of a vehicle and absorbing a force between the occupant and the vehicle created by relative movement between the occupant and the vehicle. The seat comprises a seat back and a seat bottom frame supporting the seat back and extending from the seat back along an axis. A seat pan is moveably coupled to the seat bottom frame. An energy absorbing device is coupled to the seat bottom frame and the seat pan and is configured to absorb at least a portion of the force between the occupant and the vehicle when the seat pan moves relative to the seat bottom frame. A link is pivotably coupled to the seat pan and to the seat bottom frame and guides movement of the seat pan relative to the seat bottom frame away from the seat back along the axis when the seat pan moves relative to the seat bottom frame.

Since the link is pivotably coupled to the seat pan and the seat bottom frame and guides movement of the seat pan relative to the seat bottom frame, the relative movement of the seat pan and the seat bottom frame is repeatable. The repeatability of the relative movement of the seat pan and the seat bottom frame simplifies the tuning of the energy absorbing device to properly absorb at least a portion of the force between the occupant and the vehicle when the seat pan moves relative to the seat bottom frame.

BRIEF DESCRIPTION OF THE DRAWINGS

Other advantages of the present invention will be readily appreciated, as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:

FIG. 1 is a perspective view of a vehicle partially cut away to show a seat in the vehicle;

FIG. 2 is a front perspective view of a portion of the seat;

FIG. 3 is a partially exploded view of a portion of the seat;

FIG. 4 is a rear perspective view of a portion of the seat;

FIG. 5A is a side view of a third energy absorbing device of the seat when no force or a force less than a third magnitude is applied to the seat;

FIG. 5B is a side view of the third energy absorbing device when a force on the seat exceeds the third magnitude;

FIG. 6 is a sectional and partial cut-away view of the seat when a force of a first magnitude is applied to the seat;

FIG. 7 is a sectional and partial cut-away view of the seat when a force of a second magnitude is applied to the seat;

FIG. 8 is a sectional and partial cut-away view of the seat when a force of the third magnitude is applied to the seat;

FIG. 9 is a partially exploded view of a seat of a second embodiment;

FIG. 10 is a front perspective view of a third embodiment of a portion of the seat;

FIG. 11 is a partially exploded view of a portion of the seat;

FIG. 12 is a cross-sectional view of the seat at rest in the absence of a force applied to the seat;

FIG. 12A is a magnified view of a resilient member of the seat of FIG. 12 to show layered members of the resilient member;

FIG. 13 is a cross-sectional view of the seat when a force of a first magnitude is applied to the seat and the seat pan moves away from a seat back to pre-tension webbing of a seat belt against the occupant;

FIG. 14A is a side view of a portion of a seat pan and a seat bottom frame of FIG. 12 in the absence of a force applied to the seat;

FIG. 14B is a side view of a portion of the seat pan and the seat bottom frame and activation of a first energy absorbing device when a force of a first magnitude is initially applied to the seat;

FIG. 14C shows a progression of movement of the seat pan and the seat bottom frame after the position shown in FIG. 14B during the application of a force of a first magnitude;

FIG. 14D shows a progression of movement of the seat pan and the seat bottom frame after the position shown in FIG. 14C during the application of a force of a first magnitude;

FIG. 14E shows a progression of movement of the seat pan and the seat bottom frame after the position shown in FIG. 14D during the application of a force of a first magnitude;

FIG. 15 is a cross-sectional view of the seat when a force of a second magnitude is applied to the seat and activates a second energy absorbing device; and

FIG. 16 is a cross-sectional view of the seat when a force of a third magnitude is applied to the seat and activates a third energy absorbing device.

DETAILED DESCRIPTION OF THE INVENTION

Referring to the Figures, wherein like numerals indicate like parts throughout the several views, a blast attenuation seat is shown generally at 10, 110, 210 and is referred to hereinafter as “the seat.” As shown in FIGS. 1 and 10, the seat 10, 210 is mounted in a vehicle 12 for supporting an occupant (shown in FIG. 13, for example). A first embodiment of the seat 10 is shown in FIGS. 1-8, a second embodiment of the seat 110 is shown in FIG. 9, and a third embodiment of the seat 210 is shown in FIGS. 10-16.

The seat 10 is typically mounted in a military vehicle but can also be mounted in a non-military vehicle such as, for example, a law enforcement vehicle or a civilian vehicle. Whether the vehicle 12 is a military vehicle or otherwise, the vehicle 12 can be a land vehicle such as, for example, an automobile, a tank, a bus, a train, etc.; a water vehicle such as, for example, a boat or a submarine; or an air vehicle such as, for example, an airplane or helicopter. Typical military uses of the seat 10 include, for example, armored vehicles and tanks.

The seat 10 supports the occupant of the vehicle 12 and absorbs a force between the occupant and the vehicle 12 created by relative movement between the occupant and the vehicle 12. Specifically, the seat 10 absorbs the force transmitted through the vehicle 12 to the seat 10 from a blast that originates exterior to the vehicle 12 in order to minimize force exerted through the seat 10 to the occupant. The blast can be caused by, for example, an explosive such as an improvised explosive device, a mine, a grenade, etc. The blast can result from an explosive in or on the ground or in the air around the vehicle 12. As one example, the blast can result from the vehicle 12 moving over a buried explosive. As set forth further below, the blast can also cause the vehicle 12 to become airborne and/or flip sideways, forward, and/or rearward, in which case the seat 10 not only absorbs the force resulting from the initial blast but also absorbs additional forces resulting from the impact of the vehicle 12 on the ground. In any event, regardless of the location of the explosive and the effect of the explosive on the vehicle 12, the seat 10 absorbs the force transmitted through the vehicle 12 to the seat 10.

With reference to FIGS. 2-4, the seat 10 includes a seat bottom 14 and a seat back 16 extending upwardly from the seat bottom 14. The seat back 16 includes a seat back frame 18 and the seat bottom 14 includes a seat bottom frame 20. Typically, the seat back frame 18 and the seat bottom frame 20 are formed of metal; however, it should be appreciated that the seat back frame 18 and the seat bottom frame 20 can be formed of any suitable material to provide proper support 42 for the occupant.

With reference again to FIG. 1, the seat back 16 can include a seat back cushion 22 mounted to the seat back frame 18 and the seat bottom 14 can include a seat bottom cushion 24 mounted to the seat bottom frame 20. The seat back cushion 22 and seat bottom cushion 24 are only partially shown in FIG. 1 and are not shown in FIGS. 2-4 and 6-9 for illustrative purposes. Specifically, the seat back cushion 22 and the seat bottom cushion 24 typically include foam (not shown) covered by fabric (not shown). The foam and fabric typically cover the seat back frame 18 and the seat bottom frame 20. The foam and the fabric of the seat back cushion 22 can be the same type of material or a different type of material than the foam and the fabric of the seat bottom cushion 24. When the force is exerted by the blast through the vehicle 12 to the seat 10, the foam compresses between the occupant and the seat bottom frame 20 and/or the seat back frame 18 to absorb at least a portion of the force to reduce or eliminate the magnitude of the force delivered to the occupant. The foam is typically resilient such that the foam returns to a pre-blast configuration after absorbing the force from the blast.

With reference again to FIGS. 2-4, the seat bottom 14 includes a first energy absorbing device 26, a second energy absorbing device 28, and a third energy absorbing device 30. As set forth further below, the first 26, second 28, and/or third 30 energy absorbing devices allow movement of at least one of the seat bottom 14 and the seat back 16 relative to the vehicle 12 in response to the force of the blast and absorb at least a portion of the force. The first 26, second 28, and third 30 energy absorbing devices are active, i.e., instantaneously respond to force. The seat 10 is tunable in that the first 26, second 28, and third 30 energy absorbing devices can each be designed so that, in combination, the first 26, second 28, and third 30 energy absorbing devices can absorb energy over a large range of forces.

At least one of the seat bottom 14 and the seat back 16 includes the first energy absorbing device 26 for absorbing at least a portion of the force of the blast when a magnitude of the force reaches a first magnitude F1. As shown in the FIGS. 2-4, both the seat bottom 14 and the seat back 16 include first energy absorbing devices 26. The first energy absorbing device 26 of the seat back 16 and the seat bottom 14 is typically disposed beneath the seat back cushion 22 and the seat bottom cushion 24, respectively. In other words, the foam and fabric of the seat back cushion 22 and the seat bottom cushion 24 covers the first energy absorbing device of the seat bottom 14 and the seat back 16, respectively. As set forth above, the foam and fabric of the seat back cushion 22 and the seat bottom cushion 24 is not shown in the Figures in order to show the other features of the seat 10.

At least one of the seat bottom 14 and the seat back 16 also typically includes the second energy absorbing device 28 for absorbing at least a portion of the force of the blast when a magnitude of the force reaches a second magnitude F2 greater than the first magnitude F1 and a third energy absorbing device 30 for absorbing for absorbing at least a portion of the force when a magnitude of the force exceeds a third magnitude F3 greater than the second magnitude F2. As shown in FIGS. 2-4, the seat bottom 14 includes the second energy absorbing device 28 and the third energy absorbing device 30. It should be appreciated that the, while not shown in the Figures, the seat back 16 can include the second 28 and third 30 energy absorbing devices.

FIGS. 6-8 show the seat 10 reacting to the forces of the first magnitude F1, second magnitude F2, and third magnitude F3, respectively. The first 26, second 28, and third 30 energy absorbing devices can be designed such that the first magnitude F1, the second magnitude F2, and the third magnitude F3 can have any numerical measurement or range of numerical measurements. For example, the first magnitude F1 of the force, i.e., the magnitude that activates the first energy absorbing device 26, is typically between 15 and 100 G. The second magnitude F2 of the force, i.e., the magnitude that activates the second energy absorbing device 28, is typically 100 and 300 G. The third magnitude F3 of the force, i.e., the magnitude that activates the third energy absorbing device 30, typically has a magnitude of between 300 and 550 G.

The first 26, second 28, and third 30 energy absorbing devices are arranged to function in series. In other words, the first 26, second 28, and third 30 energy absorbing devices 30 each respectively absorb progressively larger forces. Said differently, if the force exceeds the range of the first energy absorbing device 26, the first energy absorbing device 26 absorbs a portion of the force and transfers a portion of the force to the second energy absorbing device 28. Likewise, if the force exceeds the range of the second energy absorbing device 28, the first 26 and second 28 energy absorbing devices absorb a portion of the force and the second energy absorbing device 28 transfers a portion of the force to the third energy absorbing device 30. If the force reaches the second magnitude F2, the first energy absorbing device and the second energy absorbing device can react to the force in any order, i.e., the first energy absorbing device can react before, after, or simultaneously with the second energy absorbing device. Likewise, if the force reaches the third magnitude F3, the first energy absorbing device, the second energy absorbing device, and the third energy absorbing device an react to the force in any order.

The first energy absorbing device 26 is configured to absorb at least a portion of the force when the force reaches the first magnitude F1, i.e., during a blast, the first energy absorbing device 26 is activated and absorbs at least a portion of the force when the force reaches the first magnitude F1. If, on the other hand, the force is smaller than the first magnitude F1, then the first energy absorbing device 26 remains deactivated and does not absorb any of the force. The first energy absorbing device 26 can be loaded to a completely loaded state, in which state the first energy absorbing device 26 does not absorb additional force. Typically, the first energy absorbing device 26 reaches the fully loaded state at a magnitude of the force at least as high as the second magnitude F2.

The second energy absorbing device 28 is configured to absorb at least a portion of the force when the magnitude of the force reaches the second magnitude F2. If the force exceeds the second magnitude F2 and the first energy absorbing device 26 reaches the completely loaded state, the second energy absorbing device 28 is activated and, in addition to the activation of the first energy absorbing device 26, absorbs at least a portion of the force. If, on the other hand, the force remains smaller than the second magnitude F2, then the second energy absorbing device 28 remains deactivated and does not absorb any of the force. The second energy absorbing device 28 can be loaded to a completely loaded state, in which state the second energy absorbing device 28 does not absorb additional force. Typically, the second energy absorbing device 28 reaches the fully loaded state at a magnitude of the force at least as high as the third magnitude F3.

The third energy absorbing device 30 is configured to absorb at least a portion of the force when the force reaches the third magnitude F3. If the force exceeds the third magnitude F3 and the second energy absorbing device 28 reaches the completely loaded state, the third energy absorbing device 30 is activated and, in addition to the activation of the first 26 and second 28 energy absorbing devices, absorbs at least a portion of the force. If, on the other hand, the force remains smaller than the third magnitude F3, then the third energy absorbing device 30 remains deactivated and does not absorb any of the force.

With reference to FIGS. 2-4, the first energy absorbing device 26 includes a frame, such as the seat bottom frame 20 or the seat back frame 18, and a pan 32 spaced from the frame 18, 20. The pan 32 is typically connected to the frame 18, 20 with at least two links 34 that are each pivotally connected to the frame 18, 20 and the pan 32. Alternatively, the pan 32 can be moveably connected to the frame 18, 20 in any suitable fashion. The links 34 guide movement of the pan 32 relative to the seat bottom frame 20. Specifically, as set forth further below, the links 34 guide the pan 32 away from the seat bottom frame 20 when the pan 32 moves relative to the seat bottom frame 20. Typically, four links 34 connect the pan 32 to the seat bottom frame 20, as shown in the figures.

With reference to FIG. 4, a first resilient member 36 is disposed between the frame 18, 20 and the pan 32 to urge the pan 32 away from the frame 18, 20. Specifically, any number of first resilient members 36 can be disposed between the frame 18, 20 and the pan 32. The first resilient member 36 can be, for example, a torsion spring, a coil spring, a hydraulic damper, a pneumatic damper, etc.

With reference to FIG. 6, the first resilient member 36 is designed to maintain the pan 32 in position relative to the frame 18, 20 until the force reaches the first magnitude F1. In other words, in the absence of a force of the first magnitude F1, e.g., from a blast, the pan 32 does not move to support 42 the occupant without loading the first resilient member 36, as shown in phantom lines in FIG. 6. When the force reaches or exceeds the first magnitude F1, the force overcomes the first resilient member 36 and begins to load the first resilient member 36. As the force overcomes the first resilient member 36, the pan 32 moves relative to the frame 18, 20, as shown in solid lines in FIG. 6.

The first energy absorbing device 26 resiliently moves when absorbing at least a portion of the force. As such, as the force resides, the first energy absorbing device 26 returns to a pre-force position. In other words, the pan 32 and the first resilient member 36 return to a position that the pan 32 and the first resilient member 36 had before the force was applied, i.e., the position shown in phantom lines in FIG. 6.

With reference again to FIGS. 2-4, the second energy absorbing device 28 includes a linkage 38 and a second resilient member 40 operatively coupled to the linkage 38. The second resilient member 40 can be, for example, a shock absorber including a cylinder and a piston telescopically received in the cylinder. Such a shock absorber can be, for example, hydraulically or pneumatically operated. It should be appreciated that the second resilient member 40 can be of any suitable type without departing from the nature of the present invention.

A support 42 is spaced from the seat bottom frame 20 and the second energy absorbing device 28 is coupled to the seat bottom frame 20 and the support 42. Specifically, the linkage 38 is coupled to the frame 18, 20 and the support 42 and a second resilient member 40 is operatively coupled to the linkage 38. The seat 10 can include any number of second energy absorbing devices 28. For example, as shown in FIGS. 2-4, the seat 10 has two second energy absorbing devices 28.

With reference to FIG. 7, the linkage 38 includes a first pair of links 44 and a second pair of links 46 with the second resilient member 40 extending between the first pair of links 44 and the second pair of links 46. Each of the first 44 and second 46 pair of links includes an upper link 48 pivotally coupled to the seat bottom frame 20 and a lower link 50 pivotally coupled to the support 42. The upper 48 and lower 50 links of the first pair of links 44 are pivotally coupled to each other at a joint 52 and the upper 48 and lower 50 links of the second pair of links 46 are pivotally coupled to each other at a joint 54.

The linkages 38 of the two second energy absorbing devices 28 can be connected to each other such that the second energy absorbing devices 28 are arranged in parallel, as shown in the Figures, or in series (not shown). For example, the seat 10 can include upper cross members 56 that connect the upper links 48 of the second energy absorbing members 28 together and lower cross members 58 that connect the lower links 50 of the second energy absorbing members 28 together, as shown in FIGS. 2-4.

The upper cross members 56 and lower cross members 58 interconnect the two second energy absorbing devices 28 to the seat bottom frame 20 and the support 42 so that that the second energy absorbing devices 28 work together in a balanced fashion. This arrangement prevents twisting of the seat 10 when the second energy absorbing devices 28 are loaded.

The upper cross members 56 extend from the upper links 48 to the seat bottom frame 20 to couple the upper links 48 with the seat bottom frame 20. The upper cross members 56 typically extend through the upper links 48 and through the seat bottom frame 20 and each upper cross member 56 is pivotally coupled to at least one of the upper link 48 and the seat bottom frame 20. The lower cross members 58 extend from the lower link 50 to the support 42 to couple the lower link 50 to the support 42. The lower cross members 58 typically extend through the lower link 50 and through the support 42 and each lower cross member 58 is pivotally coupled to at least one of the lower link 50 and the support 42.

The second resilient member 40 is connected to and extends between the first and second pairs of links 34. Typically, the second resilient member 40 extends from the joint 52 of the first pair of links 44 to the joint 54 of the second pair of links 46. Alternatively, the second resilient member 40 can be connected to the upper link 48 or the lower link 50 of the first and/or second pairs of links 34.

The second resilient member 40 is designed to maintain the seat bottom frame 20 in position relative to the support 42 until the force reaches the second magnitude F2. In other words, in the absence of a force of a second magnitude F2, e.g., from a blast, the seat bottom frame 20 does not move and supports the occupant without loading the second resilient members 40, as shown in FIG. 6. As shown in FIG. 7, when the force reaches or exceeds the second magnitude F2, the force overcomes the second resilient members 40 and begins to load the second resilient members 40. As the force overcomes the second resilient member 40, the seat bottom frame 20 moves relative to the support 42.

During a blast, force is transmitted through the seat 10 to the first and second pair of links 46. This force urges the upper 48 and lower 50 links to pivot about the joints, respectively. The second energy absorbing device 28 is configured such that, if a force of the second magnitude F2 is applied to the seat 10, the force on the upper 48 and lower 50 links overcome the second resilient member 40 such that the upper 48 and lower 50 links pivot about the joints 52, 54, respectively. In other words, the upper 48 and lower 50 links move in a scissor-like motion. The blast causes the first 44 and second 46 pair of links to pull the second energy absorbing device 28 in tension.

The second energy absorbing device 28 resiliently moves when absorbing at least a portion of the force. As such, as the force resides, the second energy absorbing device 28 returns to a pre-force position. In other words, the seat bottom frame 20 returns to a position that the seat bottom frame 20 had before the force was applied, i.e., as shown in FIG. 6.

The second energy absorbing device 28 extends between the first energy absorbing device 26 and the third energy absorbing device 30. The second energy absorbing device 28 supports the first energy absorbing device 26. Specifically, the second energy absorbing device 28 supports the seat bottom frame 20 so that the first energy absorbing device 26 transmits a portion of the force to the second energy absorbing device 28 when the force exceeds the first magnitude F1. In other words, the second energy absorbing device 28 acts as a foundation for the first energy absorbing device 26. As set forth above, when the magnitude of the force is less than the second magnitude F2, the second energy absorbing device 28 remains deactivated and the seat bottom frame 20 maintains position relative to the support 42, as shown in FIG. 6. If the magnitude of the force loads the first energy absorbing device 26 to the fully loaded state, i.e., a force greater than the second magnitude F2, the first energy absorbing device 26 is unable to absorb additional force and instead transmits additional force to the second energy absorbing device 28.

With reference again to FIGS. 2-4, the seat 10 includes a base 60 for connecting to the vehicle 12. The base 60 is mounted to the vehicle 12, and particularly, for example, to a floor 62 of the vehicle 12. Alternatively or in addition, the base 60 can be mounted to another part of the vehicle 12 such as, for example, an interior side of the vehicle 12.

With reference to FIG. 8, the third energy absorbing device 30 includes a cup 64 attached to one of the base 60 and the support 42 and a rod 66 attached to the other of the base 60 and the support 42. For example, as shown in FIG. 8, the cup 64 is connected to the support 42 and the rod 66 extends from the base 60 upwardly into the cup 64. The cup 64 includes an interior wall 68 that defines a cavity 70 receiving the rod 66. The rod 66 abuts the interior wall 68. The interior wall 68 can include protrusions 72 that extend into the cavity 70 and abut the rod 66. The rod 66 tapers from the base 60 toward the protrusions 72.

The third energy absorbing device 30 is designed to maintain the support 42 in position relative to the base 60 until the force reaches the third magnitude F3. In other words, in the absence of a force of the third magnitude F3, e.g., from a blast, the support 42 does not move and supports the occupant, as shown in FIG. 7. The relative position of the rod 66 and the cup 64 of FIG. 7 is shown in greater detail in FIG. 5A. When the force reaches or exceeds the third magnitude F3, the force overcomes the third energy absorbing device 30. As the force overcomes the third energy absorbing device 30, the support 42 moves toward the base 60 as shown in FIG. 8. The relative position of the rod 66 and the cup 64 of FIG. 8 is shown in greater detail in FIG. 5B.

Specifically, when the force reaches the third magnitude F3, the rod 66 is forced deeper into the cavity 70 and the rod 66 and/or the protrusions 72 plastically deform to absorb at least a portion of the force, as shown in FIG. 5B and FIG. 8. After the blast, the third energy absorbing device 30 is typically replaced since the rod 66 and/or the protrusions 72 are plastically deformed.

The rod 66 and the cup 64 are typically formed of steel. Alternatively, the rod 66 and cup 64 can be formed of any type of material suitable for deform to absorb energy.

The third energy absorbing device 30 extends between the base 60 and the second energy absorbing device 28. The third energy absorbing device 30 supports the second energy absorbing device 28. Specifically, the third energy absorbing device 30 supports the support 42 so that the second energy absorbing device 28 transmits a portion of the force to the third energy absorbing device 30 when the force exceeds the second magnitude F2. In other words, the third energy absorbing device 30 acts as a foundation for the second energy absorbing device 28. As set forth above, when the magnitude of the force is less than the third magnitude F3, the third energy absorbing device 30 remains stationary and the support 42 maintains position relative to the base 60, as shown in FIG. 7. If the magnitude of the force loads the second energy absorbing device 28 to the fully loaded state, i.e., a force greater than the third magnitude F3, the second energy absorbing device 28 is unable to absorb additional force and instead transmits additional force to the third energy absorbing device 30.

The base 60 is typically mechanically fastened to the vehicle 12 with mechanical fasteners (not shown) such as, for example, threaded bolts so that the base 60 can be easily replaced by merely unfastening the mechanical fasteners. The base 60 defines a track 74 and the third energy absorbing device 30, e.g., the rod 66, is slideably disposed in the track 74. As such, a position of the seat 10 can be adjusted along the base 60.

With reference again to FIGS. 2-4, the seat 10 can include one or more bases 60 and one or more third energy absorbing devices 30. For example, in FIGS. 2-4, the seat 10 includes two bases 60 and four third energy absorbing devices 30. Two third energy absorbing devices 30 are mounted to each base 60. In such a configuration, the multiple third energy absorbing devices 30 evenly distribute the force to the second 28 and first 26 energy absorbing devices.

The bases support 42 the rest of the seat 10 in the vehicle 12 such that the seat 10 is modular, i.e., self contained. The entire seat 10 can be installed into or removed from the vehicle 12 by merely disconnecting the bases 60 from the vehicle 12. This modular arrangement also allows for one or more seats 10 to be easily installed in various seating configurations in the vehicle 12. In addition, the seat 10 can be easily removed from the vehicle 12 for replacement or service.

As set forth above, the blast may cause the vehicle 12 to become airborne, which results in an event called a “slam down” when the vehicle 12 lands. As shown in FIG. 2, the seat 10 can include an inflatable device 76 such as, for example, an airbag to cushion the occupant on the slam down. In other words, the inflatable device 76 increases the “ride down time.” As set forth above, the first 26 and second 28 energy absorbing devices are resilient and, as such, the first 26 and second 28 energy absorbing devices can reset before the slam down. The inflatable device 76 can aid the reset first 26 and second 28 energy absorbing devices on slam down. The inflatable device 76 can also provide the primary energy absorption in the event that the first and/or second energy absorbing device 28 do not reset before the slam down.

The inflatable device 76 can be, for example, disposed on the pan 32 of the seat bottom 14 and/or the seat back 16 and is configured to selectively inflate for cushioning between the occupant and the pan 32. The inflatable device 76 is configured to inflate when the vehicle 12 is airborne so that the inflatable device 76 can immediately absorb energy when the vehicle 12 lands. The inflatable device 76 can also be positioned on the pan 32 to prevent “submarining” of the occupant as discussed further below. The inflatable device 76 includes a bag that is typically formed of a shrapnel-resistant material such as, for example, Nomex and/or Kevlar.

The inflatable device 76 can include, for example, a computer (not shown) having a sensor for sensing the blast and inflating the inflatable device 76. The computer can be programmed such that, for example, the inflation of the inflatable device 76 can be delayed so that the inflatable device 76 does not interfere with the energy absorption of the first 26, second 28, and third 30 energy absorbing devices. After the initial delay, the inflatable device 76 is inflated before the vehicle 12 lands. For example, the computer can be programmed such that the airbag inflates 25-150 milliseconds after the blast.

Alternatively, the computer can calculate the proper inflation delay based on the details of the blast. In such a configuration, the inflatable device 76 includes sensors (not shown) for measuring characteristics such as location and magnitude of the blast. Based on these measurements, the computer calculates the effect of the blast on the vehicle 12 and instructs the airbag to inflate at a time when the vehicle 12 is calculated to be in the air.

With reference to FIGS. 2 and 3, the seat 10 can include a footrest 78 connected to the base 60 for supporting the feet of the occupant spaced from the floor 62 of the vehicle 12. The footrest 78 isolates the occupant from the floor 62 of the vehicle 12. Such a configuration prevents force from being transferred from the floor 62 of the vehicle 12 to the feet of the occupant.

With reference to FIG. 1, the seat 10 can include a seatbelt 80. FIG. 1 shows a five-point seatbelt for exemplary purposes, but the seatbelt 80 can be of any kind, such as, for example, a three-point seatbelt, without departing from the nature of the present invention. The seatbelt 80 is self-contained on the seat 10. In other words, the seatbelt 80 is anchored to the seat 10, e.g., the seat back frame 18 and/or the seat bottom frame 20 thereby eliminating the need for anchoring the seatbelt 80 to the vehicle body or floor 62. As such, as set forth above, the entire seat 10 can be installed into or removed from the vehicle 12 by merely disconnecting the base 60 from the vehicle 12, i.e., without the need for disconnecting the seatbelt 80 from the vehicle 12, so that the seat 10 is modular.

An anti-submarine feature 82 can be coupled to the seat bottom frame 20 to provide resistance to “submarining” of the occupant during a blast, i.e., to prevent the occupant from moving forward on the seat bottom 14 and sliding underneath the seatbelt 80. The anti-submarine feature typically includes a thigh support 42 pivotally coupled to the seat bottom frame 20. In a scenario where the blast causes the occupant to move forward and/or downwardly in the seat 10, force applied to the thigh support 42 by thighs of the occupant causes the thigh support 42 to rotate to prevent further forward movement of the occupant.

As set forth above, FIG. 9 shows a second embodiment of the seat 110. Features of the second embodiment that are similar to features of the first embodiment are identified with the reference numeral of the first embodiment preceded by a “1.” In the second embodiment, the seat bottom 114 and the seat back 116 each include a plurality of pans 132. The pans 132 are rotated and/or translated when the first energy absorbing device 26 is activated. The seat 10 of the second embodiment also includes an active head restraint 84. The active head restraint 84 is typically pivotally coupled to the seat back frame 18. In the scenario where the occupant is pushed back into the seat 10, e.g., during a blast, the active head restraint 84 pivots forwardly toward the head of the occupant to reduce the whiplash of the occupant.

As set forth above, FIGS. 10-16 show a third embodiment of the seat 210. Features of the third embodiment that are similar to features of the first embodiment are identified with the reference numeral of the first embodiment preceded by a “2.” With reference to FIG. 10, the seat bottom frame 220 extends from the seat back 216 along an axis A.

With reference to FIG. 13, the seat belt 280 includes webbing 298 and a retractor 299 from which the webbing 298 selectively extends. As shown in FIGS. 10-11, the seat back 216 defines a cutout 283 and the webbing 298 of the seat belt 280 extends through the cutout 283 for positioning over the shoulders of the occupant 15. The retractor 299 of the seat belt 280 is typically mounted adjacent the cutout 283, as shown in FIG. 10, for example. Specifically, a mount 285 can be mounted to the seat back frame 218 adjacent the cutout 283. The retractor 299 is mounted to the mount 285.

With reference to FIGS. 10-14E, a first link 235 and a second link 237 are generally aligned with each other along the axis A and are spaced from each other along the axis A. Alternatively, any number of links can connect the seat pan 232 to the seat bottom frame 220 without departing from the nature of the present invention.

With reference to FIGS. 14A, each link 235, 237 includes a first pivot point 288 coupled to the seat pan 232 and a second pivot point 289 coupled to the seat bottom frame 220. The first pivot point 288 is spaced a first distance Dl from the seat back 216 along the axis A, i.e., in a direction parallel with axis A, and said second pivot point 289 is spaced a second distance D2 from the seat back 216 along the axis A, i.e., in a direction parallel with axis A. The second distance D2 is greater than the first distance Dl. With reach link 235, 237, the second pivot point 289 is spaced above said first pivot point 288.

As set forth below, the seat pan 232 moves forward, i.e., away from the seat back 216, during activation of the first energy absorbing device 226. As the seat pan 232 moves forward, the distance D2 increases and remains greater than the distance D1. Specifically, as shown in FIGS. 14A-E and discussed further below, since D2 is greater than D1 and since the second pivot points 289 are spaced above the first pivot points 288, the geometry of the links 235, 237 guide the seat pan 232 forward, i.e., away from the seat back 216, when the seat pan 232 moves relative to the seat bottom frame 220.

The first pivot point 288 of the first link 235 is fixed in position relative to the support 242 and the first link 235 is pivotable relative to the support 242 about the first pivot point 288. The second pivot point 289 of the first link 235 is slideably engaged with the seat bottom frame 220. Specifically, the seat bottom frame 220 defines a slot 290 and the second pivot point 289 of the first link 235 is slideably and pivotably engaged with the slot 290. The slot 290 extends between and terminates at a first end 291 and a second end 292. The second pivot point 289 of the first link 235 typically engages the first end 291 of the slot 290 under the bias of the first energy absorbing device 226 in the absence of a force at or above a force of the first magnitude.

As best shown in FIGS. 14A, the seat bottom frame 220 defines a second slot 293 extending in parallel with the slot 290. The second pivot point 289 of the first link 235 engages the slot 290 in the figures. Alternatively, the second pivot point 289 of the first link 235 can engage the second slot 293. The motion of the seat pan 232 relative to the seat bottom frame 220 is different depending on the engagement of the second pivot point 289 in either the slot 290 or the second slot 293 and the choice between the slot 290 and the second slot 293 provides design options.

With reference to FIGS. 10 and 11, the first energy absorbing device 226 is disposed between the frame 220 and the pan 232 to urge the pan 232 away from the frame 220. Specifically, the first energy absorbing device 226 is coupled to the link 235, 237 for absorbing at least a portion of the force between the occupant and the vehicle 212 when the link 235, 237 pivots relative to the seat pan 232 and the seat bottom frame 220. Any number of first energy absorbing devices 226 can be disposed between the frame 220 and the pan 232.

As one example, with reference to FIGS. 10-12, the first energy absorbing device 226 is a spring 294 resiliently disposed between the seat pan 232 and the seat bottom frame 220. The spring 294 is typically engaged with and fixed relative to the seat pan 232 and the seat bottom frame 220. The spring 294 is configured to resiliently compress between the seat pan 232 and the seat bottom frame 220 when subjected to a force at or above the first magnitude F1. Specifically, the spring 294 includes two bends 295 and one or both of the bends 295 resiliently flexes when subjected to a force at or above the first magnitude Fl.

The spring 295 extends along a path between components of the seat 210. For example, the seat 210 can include upper cross members 256 and lower cross members 258 and the spring 294 is connected to the pan 232 and extends around one upper cross member 256. The spring 265 extends between the links 235, 237 and is connected to the seat bottom frame 220. It should be appreciated that the spring 295 can follow any path.

FIG. 12 shows the position of the seat pan 232 relative to the seat bottom frame 220 in the absence of a force at or above a force of the first magnitude F1. FIG. 13 shows the seat pan 232 and the seat bottom frame 220 when subjected to a force at or above the force of the first magnitude F1. FIGS. 14A-E show a progression of movement of the seat pan 232 relative to the seat bottom frame 220 when subjected to a force at or above a force of the first magnitude F1. As shown in FIG. 12, the seat pan 232 slopes downwardly toward the seat back 216. Typically, in such a configuration, the seat pan 232 includes a front edge 296 and a rear edge 297 vertically spaced closer to the seat bottom frame 220 than the front edge 296.

As shown in FIG. 14B, upon the application of a force of the first magnitude F1, the first link 235 and the second link 237 pivot relative to the seat bottom frame 220 and the seat pan 232. As the first link 235 pivots relative to the seat pan 232, the second pivot point 289 moves along the slot 290 from the first end 291 toward the second end 292. As the seat pan 232 rotates in FIG. 14B, the seat pan 232 moves away from the seat back 216.

As shown in FIG. 14C, as the seat pan 232 continues to move toward the seat bottom frame 220 and away from the seat back 216, the first link 235 and the second link 237 pivot relative to the seat bottom frame 220 and the second pivot point 289 slides to the second end 292 of the slot 290. As the second pivot point 289 slides toward the second end 292 of the slot 290, the second pivot point 289 pulls the seat pan 232 toward the seat bottom frame 220. Specifically, the second pivot point 289 is disposed closer to the front edge 296 of the seat pan 232 than the rear edge 297 of the seat pan 232 such that the second pivot point 289 pulls the front edge 296 of the seat pan 232 toward the seat bottom frame 220. When the second pivot point 289 engages the second end 292 of the slot 290, the seat pan 232 is typically horizontal, as shown in FIG. 14C.

With reference to FIG. 14D, as the second pivot point 289 abuts the second end 292 of the slot 290, the second pivot point 289 forces the seat pan 232 to move along the seat bottom frame 220 and away from the seat back 216. Typically, the seat pan 232 moves horizontally when the second pivot point 289 engages the second end 292 of the slot 290. With reference to FIG. 14E, the seat back 216 continues to move horizontally and the second end 292 of the slot 290 separates from the second pivot point 289.

The links 235, 237 guide movement of the seat pan 232 relative to the seat bottom frame 220 toward the webbing 298 of the seat belt 280 when the seat pan 232 moves relative to the seat bottom frame 220 for pre-tensioning the webbing 298 of the seat belt 280. Specifically, the retractor 299 is fixed relative to the seat bottom frame 220 and the seat back 216 and, as shown in FIGS. 14B-E, the seat pan 232 moves along the seat bottom frame 220 and away from the seat back 216 to pre-tension the webbing 298 of the seat belt 280 against the occupant when subjected to a force of a first magnitude F1, as shown in FIG. 13. The pre-tensioning of the webbing 298 retains the occupant in the seat to minimize the risk of whiplash of the occupant and to minimize the risk of “submarining” underneath the webbing 298, i.e., sliding underneath the webbing 298.

With reference to FIGS. 10 and 11, the second energy absorbing device 228 can include a plurality of resilient members 240 disposed between the upper cross members 256 and the lower cross members 258. Specifically, each resilient member 240 extends between one upper cross member 256 and one lower cross member 258. With reference to FIG. 15, the resilient members 240 resiliently compress between the seat bottom frame 220 and the support 242 when subjected to a force at or above the second magnitude F2. In some embodiments, the resilient members 240 are configured to quickly rebound in the direction of the blast to minimize the effect of the blast on the occupant.

The resilient members 240 are, for example, torsion leaf springs. FIG. 12A is a magnified view of one resilient member 240 of FIG. 12. With reference to FIG. 12A, each resilient member 240 includes a plurality of layered members 241 (not shown in the remaining figures merely for illustrative purposes). The layered members 241 are nested with each other. The layered members 241 are retained together to operate together as a unit to resiliently compress when subjected to a load. The layered members 241 are separate from each other, i.e., not fixed to each other, and can slide relative to each other when subjected to a load. The layered members 241 can, for example, be banded together (not shown) to retain the layered members 241 together as a unit. The figures show four layered members 241 and it should be appreciated that the resilient members 240 can include any number of layered members 241.

The resilient members 240 are U-shaped with two legs 243 spaced from each other that resiliently compress toward each other when subjected to a force at or above the second magnitude F2. The resilient members are typically metal, for example, steel.

The resilient members 240 include two fingers 245 that extend transversely from the legs 243. One of the fingers 245 is retained between the upper cross member 256 and the seat bottom frame 220 and the other finger is retained between the lower cross member 258 and the support 242. The engagement of the finger 245 between the cross members 256 and the seat bottom frame 220 and the engagement of the finger 245 between the cross member 258 and the support 242 retains the resilient member 240 between the seat bottom frame 220 and the support 242.

The resilient members 240 are arranged in a first row 247 and a second row 249. The first row 247 and the second row 249 shown in the Figures include five resilient members. Alternatively, the first row 247 and the second row 249 can have any number of resilient members 240. The first row 247 and the second row 249 can have the same number of resilient members 240 or, alternatively, can have different numbers of resilient members 240. In the Figures, the first row 247 is a front row and the second row 249 is a rear row. Alternatively, the rows can be positioned in different areas, e.g., as side rows.

With reference to FIG. 10, a pin 251 extends from one of the seat bottom frame 220 and the support 242 and the other of the seat bottom frame 220 and the support 242 defines a slot 253 slideably receiving the pin 251. Specifically, the lower cross members 258 include the pin 251, i.e., a terminal end of the lower cross members 258. The seat bottom frame 220 includes an extension 255 with the slot 253 defined in the extension 255. The extension 255 extends between the seat bottom frame 220 and the support 242 and, more specifically, from the seat bottom frame 220 to the support 242. As best shown in FIG. 3, the seat includes four pins 251 and four corresponding slots 253, however, the seat can include any number of pins 251 and slots 253 without departing from the nature of the present invention.

The slot 253 extends along an axis S for limiting relative movement of the seat bottom frame 220 and the support 242 along the axis S. The axis S of the slot 253 is vertical. As such, the slot 253 limits movement of the seat bottom frame 220 relative to the support 242 to a vertical movement when the second energy absorbing device 228 is activated in response to a force of the second magnitude F2.

As shown in FIG. 10, guides 257 extend from the support 242 and engage the extension 253 for guiding the extension along the axis S. The guides 257 define a track that receives the extension 253 as the extension 253 moves along the axis S. The guides 257 shown in the figures are in the form of a plate. Alternatively, for example, the guides can be pegs, slotted members, etc.

With reference to FIG. 16, the third energy absorbing device 230 limits movement of the support 242 relative to the third energy absorbing device 230 along the axis S, i.e., in a direction in parallel with axis S, and specifically, limits the support 242 to vertical movement. Specifically, the cup 264 receives the rod 266 along the axis S, i.e., in a direction in parallel with axis S, for limiting movement of the support 242 along the axis S.

As set forth above, the movement of the seat bottom frame 220 relative to the support 242 is limited to movement along the axis S, and specifically is limited to vertical movement, during operation of the second energy absorbing device 228. Since the movement of the seat bottom frame 220 relative to the support 242 and movement of the support 242 relative to the third energy absorbing device are limited to movement along the axis S, specifically limited to vertical movement, the operational space required by seat 210 in the vehicle 212 is reduced and the likelihood of contacting the occupants knees against other components of the vehicle 212 during operation of the second 228 and third 230 energy absorbing devices is reduced. Also, the second energy absorbing device 228 and third energy absorbing device 230 can be independently tuned to vary the absorption of energy along the axis S.

The invention has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings, and the invention may be practiced otherwise than as specifically described.

Claims

1. A seat for supporting an occupant of a vehicle and absorbing a force between the occupant and the vehicle created by relative movement between the occupant and the vehicle, said seat comprising: a seat back;a seat bottom frame supporting said seat back and extending from said seat back along an axis;a seat pan moveably coupled to said seat bottom frame;an energy absorbing device coupled to said seat bottom frame and said seat pan and configured to absorb at least a portion of the force between the occupant and the vehicle when said seat pan moves relative to said seat bottom frame; anda link pivotably coupled to said seat pan and to said seat bottom frame and guiding movement of said seat pan relative to said seat bottom frame away from said seat back along said axis when said seat pan moves relative to said seat bottom frame.

2. The seat as set forth in claim 1 wherein said link includes a first pivot point pivotably coupled to said seat pan and a second pivot point pivotably coupled to said seat bottom frame, said first pivot point being spaced a first distance from said seat back along said axis and said second pivot point being spaced a second distance from said seat back along said axis greater than said first distance.

3. The seat as set forth in claim 2 wherein said second pivot point is spaced above said first pivot point.

4. The seat as set forth in claim 1 wherein said energy absorbing device is coupled to said link for absorbing at least a portion of the force between the occupant and the vehicle when said link pivots relative to said seat pan and said seat bottom frame.

5. The seat as set forth in claim 1 further comprising a support disposed below and moveably supporting said seat bottom frame.

6. The seat as set forth in claim 5 further comprising a second energy absorbing device coupled to said support and said seat bottom frame and configured to absorb energy at least a portion of the force between the occupant and the vehicle during relative movement of said seat bottom frame and said support.

7. The seat as set forth in claim 6 wherein said second energy absorbing device supports said energy absorbing device and wherein said energy absorbing device is configured to absorb at least a portion of the force when the magnitude of the force reaches a first magnitude and wherein said second energy absorbing device is configured to absorb at least a portion of the force when the magnitude of the force reaches a second magnitude greater than the first magnitude.

8. The seat as set forth in claim 7 further comprising a third energy absorbing device supporting said second energy absorbing device and configured to absorb at least a portion of the force when the force reaches a third magnitude greater than the second magnitude.

9. The seat as set forth in claim 8 further comprising a base for connecting to the vehicle with said third energy absorbing device supporting said second energy absorbing device on said base.

10. The seat as set forth in claim 9 wherein said third energy absorbing device extends between said base and said second energy absorbing device and wherein said second energy absorbing device extends between said third energy absorbing device and said first energy absorbing device.

11. The seat as set forth in claim 8 wherein said third energy absorbing device is configured to plastically deform to absorb at least a portion of the force when the force exceeds the third magnitude.

12. The seat as set forth in claim 11 wherein said third energy absorbing device and said second energy absorbing device each resiliently move when absorbing at least a portion of the force.

13. The seat as set forth in claim 6 wherein said second energy absorbing device includes a linkage coupled to said seat bottom frame and said support and a resilient member operatively coupled to said linkage.

14. The seat as set forth in claim 13 further comprising a base for connection to the vehicle and a third energy absorbing device supporting said support on said base.

15. The seat as set forth in claim 14 wherein said energy absorbing device is configured to absorb at least a portion of the force when the magnitude of the force reaches a first magnitude and wherein said second energy absorbing device is configured to absorb at least a portion of the force when the magnitude of the force reaches a second magnitude greater than the first magnitude and wherein said third energy absorbing device is configured to absorb a least a portion of the force when the force reaches a third magnitude greater than the second magnitude.

16. The seat as set forth in claim 14 wherein said third energy absorbing device extends from said base to said support and wherein said second energy absorbing device extends from said support to said frame.

17. The seat as set forth in claim 1 further comprising an inflatable device disposed on said seat pan and configured to selectively inflate for cushioning between the occupant and said seat pan.

18. A seat for supporting an occupant of a vehicle and absorbing a force between the occupant and the vehicle created by relative movement between the occupant and the vehicle, said seat comprising: a seat back;a seat bottom frame supporting said seat back and extending from said seat back along an axis;a seat pan moveably coupled to said seat bottom frame;an energy absorbing device coupled to said seat bottom frame and said seat pan and configured to absorb at least a portion of the force between the occupant and the vehicle when said seat pan moves relative to said seat bottom frame; anda link including a first pivot point pivotably coupled to said seat pan and a second pivot point pivotably coupled to said seat bottom frame, said first pivot point being spaced a first distance from said seat back along said axis and said second pivot point being spaced a second distance from said seat back along said axis greater than said first distance.

19. The seat as set forth in claim 18 wherein said second link is spaced above said first link.

20. The seat as set forth in claim 18 wherein said energy absorbing device is coupled to said link for absorbing at least a portion of the force between the occupant and the vehicle when said link pivots relative to said seat pan and said seat bottom frame.