DAMPED HINGE ASSEMBLY FOR STADIUM SEATING

Abstract

A damped hinge assembly for a self-raising seat bottom for preventing the seat bottom from noticeably bouncing at its topmost position. The damped hinge assembly includes a clutch damping mechanism that is engaged at an intermediate position between its lowered position and topmost position to begin slowing the rotation of the seat bottom. The clutch damping mechanism has a number of adjacent plates with a viscous material disposed between them. When the clutch damping mechanism is engaged the plates rotate against one another and the viscous material applies a drag force that resists the rotation to slow the return of the seat bottom to its upright stored position.

Description

TECHNICAL FIELD

The present invention relates generally to a hinged seat bottom construction for stadium type seating and the like, and more particularly, to a damped hinge assembly that slows the rotation of a self-raising seat bottom.

BACKGROUND INFORMATION

Seating with self-raising seat bottoms is commonly used in venues such as theaters, auditoriums, arenas and stadiums, where the seat bottom flips up once the seat occupant leaves the seat. This self-raising feature functions to maximize the usable space between rows of seating, creating clearer and wider paths along the exit aisle of the row of seats for chair occupants exiting therefrom. FIG. 1 shows an example of such a chair 20 with a seat back 22 and seat bottom 24 held between stanchions 26. Seat bottom 24 is typically pivotally attached to the stanchions 26 at hinge mounts 28 via typical prior art hinges 30. Hinges 30 attach to the seat bottom 24 through a seat bottom plate 25 that is the main load bearing structure of the seat bottom 24. A seat bottom cover is typically placed over the hinges 30 and seat bottom plate 25 so they remain hidden when the seat bottom 24 is flipped to its upright position.

Oftentimes the seat bottom is biased towards its topmost position (shown in FIG. 8A) so that the rows are cleared without relying on an occupant to flip the seat up once they stand up. For example, a biasing mechanism 34, such as a counterweight, torsion spring, or other resilient member, acts on the seat bottom 24 or hinge 30 to urge the seat bottom 24 toward its upright position. However, once released, the prior art seat bottom 24 accelerates upwardly under the force of the biasing mechanism 34 and abruptly meets a rear bumper or stop at its topmost position, creating an unpleasant and distracting noise with each bounce.

Accordingly, there is a need for a hinge assembly that slows the rotation of a self-raising seat bottom to avoid significant and distracting bouncing when the seat bottom abruptly impacts a rotation limiting structure at its topmost position.

A method to control the seat return is also required to prevent the seat from bouncing significantly during return. Additionally, the seat return needed to retain its performance over the life of the product. After several design iterations, a damping clutch mechanism has been developed that provides the desired ‘slow and controlled’ seat return.

SUMMARY OF THE INVENTION

A damped hinge assembly for an automatically-folding seat bottom for preventing the seat bottom from noticeably bouncing at its topmost position. The damped hinge assembly includes a clutch damping mechanism that is engaged at an intermediate position between its lowered position and topmost position to begin slowing the rotation of the seat bottom. The clutch damping mechanism has a number of adjacent plates with a viscous material disposed between them. When the clutch damping mechanism is engaged the plates rotate against one another and the viscous material applies a drag force that resists the rotation to slow the seat bottom.

As the seat rotates, the clutch mechanism cover contacts the inner seat panel and the clutch slip plates rotate. The clutch mechanism locking plates are pinned to the hinge shaft and do not rotate. Damping grease (the viscous material) between the slip plates and locking plates generate substantial damping force, slowing the seat return.

In one embodiment, the plurality of plates of the clutch pack assembly includes a lock plate, adjacent a first slip plate, adjacent a first mid-plate, adjacent a second slip plate, and adjacent a second mid-plate, and wherein each of the lock plate, first slip plate, first mid-plate, second slip plate, and second mid-plate includes at least one contact surface and wherein prior to assembly of the clutch pack assembly, the viscous damping medium is applied to all contact surfaces of the lock plate, the first and second mid-plates, and first and second slip plates, such that a layer of viscous damping medium is disposed between adjacent plates and between the clutch pack assembly and a back wall of the clutch damper cover, to produce a drag force between adjacent rotating surfaces of the clutch pack assembly.

The summary here is not an exhaustive listing of the novel features described herein, and are not limiting of the claims. These and other features are described in greater detail below.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features and advantages of the present invention will be better understood by reading the following detailed description, taken together with the drawings wherein:

FIG. 1 is a front view of chair having hinge mechanisms as known in the prior art.

FIG. 2 is an isometric view of an example damping hinge assembly according to the present invention;

FIG. 3 is an isometric exploded view of the hinge assembly of FIG. 2;

FIG. 4 is an isometric exploded view of the clutch pack assembly shown in FIG. 6;

FIG. 5 is a front view of the clutch damper cover, slip plate, and mid plate of FIG. 4;

FIG. 6 is a side view of a partially assembled clutch damping mechanism;

FIG. 7A is a side view of a chair showing a hinge attached to a seat bottom in its lowered position;

FIG. 7B is a close-up view of the hinge shown in FIG. 7A;

FIG. 8A is a side view of a chair showing a hinge attached to a seat bottom in its topmost position;

FIG. 8B is a close-up view of the hinge shown in FIG. 8A;

FIGS. 9A-9D are side views of a damping hinge assembly in various positions;

FIGS. 10A and 10B are isometric views of the damping hinge assembly in the two sequential positions of FIGS. 9C and 9D, respectively; and

FIG. 11 a front view of an example of an adjustable clutch damper cover.

DETAILED DESCRIPTION OF THE PREFERRED EXAMPLES

Exemplary embodiments will be described in detail herein and examples of the exemplary embodiments are illustrated in the accompanying drawings. Unless specified otherwise, the same numbers in different accompanying drawings represent the same or similar elements when the accompanying drawings are described hereinafter. The implementation modes described in the following exemplary embodiments do not represent all the implementation modes consistent with the present disclosure. In contrast, they are only examples of devices as recited in the appended claims and consistent with some aspects of the present disclosure.

FIG. 2 shows an example damped hinge assembly 1 according to the present invention. In order to slow the rotation about hinge axle 13 of a seat bottom plate 25 (not shown for clarity) attached to a seat bottom support 2, a clutch damping mechanism 17 is provided.

FIG. 3 shows exploded view of the damped hinge assembly 1 of FIG. 2. As with the typical hinge assembly 30, this damped hinge assembly 1 includes a hinge bracket 14 rigidly attached to the hinge axle 13. A bumper plate 15 is also rigidly attached to axle 13 and includes a front bumper 3 and a rear bumper 4. A seat bottom support 2 is rotatably mounted on the axle 13 adjacent the bumper plate 15, and is free to rotate about the axle 13 between a lowered position (as shown in FIG. 7A) where the seat bottom support member 21 abuts the front bumper 3 of bumper plate 15, and a raised position (as shown in FIG. 8A) where the seat bottom support member 21 abuts the rear bumper 4 of bumper plate 15. Alternatively, a seat bottom plate 25 attached to the seat bottom support 2 abuts the front bumper 3 and rear bumper 4 at the seat bottom's lowered and raised positions, respectively.

FIG. 3 further shows in an exploded view the clutch damping mechanism 17, which includes a clutch damper cover 5 having a clutch rocker 56 on one end thereof and pressure cup 53 at the opposite end thereof. Clutch damper cover 5 further includes a clutch pack receiver 50 adjacent clutch rocker 56, and an extension 52 separating the clutch pack receiver 50 and pressure cup 53. An O-ring 12 fits between clutch rocker 56 and seat bottom support 2 to provide a seal against foreign material entering the clutch pack receiver 50.

Clutch pack receiver 50 is shaped to receive clutch pack assembly 16. Clutch pack assembly 16 includes a lock plate 6, at least one mid plate 7, and at least one slip plate 8. During assembly, lock plate 6 is installed on hinge axle 13 such that a registration pin 9a, which extends through the axle 13, mates with a registration channel 18 in lock plate 6 (see FIG. 4) in a manner that prevents both further translation along the axle 13 towards hinge bracket 14, as well as preventing relative rotation between the lock plate 6 and axle 13. While registration pin 9a is shown as a cylindrical pin inserted through a cylindrical hole in the axle 13, any structure that prevents both translational and rotational movement of the lock plate, such as a set screw or registration surface formed integrally with the axle, would work as well.

The remaining mid and slip plates of clutch pack assembly 16 are slid against lock plate 6, and the clutch damper cover 5 is slid over the clutch pack assembly 16 until a back wall 58 of the clutch pack receiver 50 abuts the clutch pack assembly 16 (see FIGS. 5 and 6).

Compression pack assembly 19 is provided adjacent to and pressed against bearing surface 55 of pressure cup 53. As described in more detail below, the purpose of the compression pack assembly 19 is to apply and maintain a desired amount of force against the clutch damper cover 5, which in turn compresses the clutch pack assembly 16 disposed therein. Once compression pack assembly 19 is pressed against bearing surface 55, pressure pin 9b is inserted through the axle 13 to restrain axial movement of the compression pack assembly along the axle in a direction away from hinge bracket 14 and to maintain the pressure of compression pack assembly 19.

The composition of compression pack assembly 19 can be altered to provide a desired amount of pressure along the axis of the axle 13, as well as to provide a desired amount of rotational resistance to the clutch damper cover 5. In some examples, the desired amount of rotational resistance is as close to zero as possible to allow free rotation of the clutch damper cover 5 against the compression pack assembly. In other examples, a non-zero amount of rotational resistance is desired to add additional rotational resistance to a self-raising seat bottom. In some examples, compression pack assembly 19 incudes a biasing member 10 having a spacer 11 on each side thereof. The material and thickness of the spacers 11 are chosen to provide a desired compressive force and rotational resistance. For example, thicker spacers 11 act to increase distance between pressure pin 9b and bearing surface 55. Additionally, spacers made of a resilient material, such as an elastomeric compound or soft polymer, will offer more “give” to allow for greater tolerances between the bearing surface 55 and pressure pin 9b. In some examples, spacers 11 are made from a low friction material such as polytetrefluoroethylene (PTFE), polyethylene terephthalate (PET), nylon, acetal, polymide or similar low-friction, dimensionally stable material.

The type and size of biasing member 10 is likewise chosen to provide desired compressive properties (compression ratio, spring constant, wear characteristics, geometry, etc.) for a given distance between bearing surface 55 and pressure pin 9b and desired amount of compressive force acting on clutch pack assembly 16.

For example, biasing member 10 can be a metal or plastic wave spring washer, an elastomeric disc, a conical spring, or a helical compression spring. In some examples, two or more biasing members 10 of the same or different type are installed adjacent pressure cup 53 to apply a desired amount of pressure to the pressure cup 53 and clutch pack assembly 16.

In the example of FIG. 4, clutch pack assembly 16 includes a lock plate 6, followed by a first slip plate 8, followed by a first mid-plate 7, then by a second slip plate 8 and a second mid-plate 7. Prior to assembly of the clutch pack assembly 16, a viscous damping medium 60 is applied to all contact surfaces S of the lock plate 6, mid plates 7, and slip plates 8, such that a layer of viscous damping medium 60 is contained between adjacent plates and between the clutch pack assembly 16 and the back wall 58 of the clutch damper cover 5 to produces a desired amount of drag force between adjacent relatively rotating surfaces. In this configuration, the plates and viscous damping medium 60 act as a viscous clutch in which shear forces acting between the plates increase as a function of angular velocity, applying a greater braking drag force the faster the relative angular velocity becomes.

Specific properties of a viscous damping medium, such as, for example, the density and kinetic velocity, can be chosen to produce desired results. Examples of viscous damping media include gels and greases. In some examples, the viscous damping medium 60 is a synthetic hydrocarbon grease that is applied at an amount of 1 ml of grease to each surfaces “S” to produce a desired amount of drag force between rotating plates. In some examples, the viscous damping medium 60 is a synthetic hydrocarbon grease that is applied at a thickness of 0.5-1 mm thick.

Referring to FIG. 5, lock plate 6 includes an aperture shaped to fit snugly onto the axle 13 at inner portions 66 thereof, and to allow projections 72 of mid plate 7 to pass therethrough at outer portions 64 thereof. Likewise, mid plates 7 also include an aperture to receive the axle 13 at inner portions 76 thereof and projections 72 of any additional closest mid plate at outer portions 74 of the aperture. Slip plates 8 include a central aperture 82 sized to accommodate projections 72 such that slip plate 8 can spin freely around the projections 72.

When the clutch pack assembly 16 is assembled, projections 72 of mid plates 7 are inserted into the outer portions 64/74 of the preceding lock plate 6 or mid plate 7, are rotationally locked thereto. Thus, when lock plate 6 is engaged with registration pin 9a to rotationally fix the lock plate 6 to the hinge axle 13, projections 72 of the next-adjacent mid plate 7 engaged within the outer portions 64 of the aperture of lock plate 6, that mid plate 7 is also rotationally fixed in relation to the axle 13. Because the central aperture 82 of slip plate 8 is sized to slip over mid plate projections 72, slip plate 8 is able to rotate freely despite the lock plate 6 and mid plate 7 being rotationally fixed. Similarly, a second slip plate 8 slid over second projections 72 of a second mid plate 7 is also able to freely rotate thereon when the second projections 72 of the second mid plate 7 are introduced into and rotationally locked within the outer portions 74 of the first mid plate 7 aperture.

As shown in FIG. 5, clutch pack receiver 50 of clutch damper cover 5 is shaped to accommodate projections 84 of a slip plate 8 within inner recesses 54 corresponding to the projections 51 of clutch pack receiver 50 when the clutch damper cover 5 is slid over the clutch pack assembly 16. Clutch damper cover 5 is held onto the hinge axle 13 through its axle aperture 59 that extends through extension 52 of clutch damper cover 5. In some examples, the inner recess 54 and back wall 58 of the clutch damper cover 5 are the only parts of the clutch damper cover 5 that make contact with the clutch pack assembly 16, as each of the lock plate 6, mid plates 7, and slip plates 8 and the clutch damper cover 5 are coaxially aligned on the hinge axle 13, constraining movement normal to the longitudinal axis of the axle.

FIG. 6 is a side view of an assembled clutch damping mechanism 17 with clutch damper cover 5 and seat bottom support 2 shown in ghost. As discussed above, registration pin 9a fixes the lock plate 6 from relative axial and rotational movement with respect to the hinge axle 13, following mid plates 7 are each also rotationally and axially fixed by virtue of the interlocking engagement of their respective projections 72 into the outer portions of preceding lock plate 6 or mid plate 7, as illustrated in FIG. 6. Slip plates 8 held between the stationary lock plate 6 and mid plates 7 rotate along with the clutch damper cover 5 around the hinge axle 13.

Back wall 58 of clutch pack receiver 50 is pressed against the clutch pack assembly 16 by the force of spacers 11 and biasing member 10 pressing against bearing surface 55 of pressure cup 53 and secured as such by pressure pin 9b. The amount of compressive force upon the clutch pack assembly 16 affects the shear properties of the viscous damping medium 60 as the layer thickness thereof is reduced the greater the applied compressive force.

The side view of FIG. 7A shows chair 20 with its seat bottom 24 in its lowered position, such as when it is occupied by a user. The weight of the user on the seat bottom, transmitted from an internal seat bottom plate 25 to the hinge 30, overcomes the force of the biasing mechanism 34 to prevent rotation of the seat bottom.

Details of the basic functioning of hinge assembly 1 are shown in FIGS. 7 and 8. FIGS. 7A and 8A are side cutaway views of a chair 20 showing hinge assembly 1 attached to the seat bottom plate 25 of seat bottom 24. In FIG. 7A, seat bottom 24 is shown in its lowered position where a force F upon the seat bottom 24 at one side of hinge assembly 1 (such as when the seat 20 is occupied) acts to rotate the seat bottom downwards and exceeds the force of the biasing member 34 acting to rotate the seat bottom upwards. FIG. 7B shows a close-up of the hinge 1 of FIG. 7A, where the seat bottom support 2, via seat bottom plate, is being pressed against the front bumper 3 of bumper plate 15. FIG. 8A shows the seat bottom 24 of seat 20 in an unoccupied state, where the force from biasing member 34 causes the seat bottom 24 to rotate about hinge axle 13 via the interaction of the hinge assembly 1 and the seat bottom plate 25. Shown in more detail in FIG. 8B, seat bottom support 2 and seat bottom plate 25 are rotated until the seat bottom support 2 makes contact with the rear bumper 4 of bumper plate 15 at the upright, or topmost, position of seat bottom 24, after the force of the counterweight 34 caused the seat bottom to accelerate upwards. The clutch damping mechanism 17 of the present invention reduces the speed of the seat bottom return to reduce noise generation and seat bounce. Put another way, The clutch damping mechanism 17 acts to slow the rotation of the seat bottom as it approaches the topmost position of FIG. 8A to avoid a loud and forceful impact against rear bumper 4, as described in more detail with regards to FIGS. 9A-9D.

FIGS. 9A-9D show various positions of the damped hinge assembly 1 as the seat bottom (via seat bottom plate 25) is rotated upward by the force applied thereto by biasing mechanism 34. When the seat bottom 24 is rotated downward, the seat bottom plate 25 contacts the front projection 57a of clutch rocker 56 and maintains contact therewith as long as the seat bottom 24 remains occupied or otherwise in its lowered position. As the seat bottom plate 25 and seat bottom support 2 begin to rotate upwards about hinge axle 13, the seat bottom plate 25 loses contact with the front projection 57a and begins rotating toward projection 57b of the clutch rocker 56, as shown in FIG. 9B. At this point the clutch damper cover 5 does not rotate around the hinge axle 13 as there is no significant force applied thereto to cause such rotation.

As the seat bottom plate 25 and seat bottom support 2 continue to rotate about hinge axle 13, the seat bottom plate 25 contacts the rear projection 57b of clutch rocker 56 at the position of FIG. 9C. By the time the seat bottom plate 25 reaches this position, the biasing member 34 has accelerated the seat bottom to a first angular velocity. Once the rear projection 57b of clutch rocker 56 is engaged by the seat bottom plate 25, the clutch damper cover 5 is pushed around the hinge axle 13, and the slip plate projections 84 are engaged by the inner recesses 54 of projections 51 to rotate the slip plates 8 with respect to the stationary lock plate 6 and mid plates 7.

The achieved angular velocity of the seat bottom 24 upon to point of engagement with the clutch damping cover translates into a respective braking drag force acting on the slip plates 8 due to the shearing of the viscous damping medium 60 within the clutch pack mechanism 16. As the angular velocity of the seat bottom 24 decreases in response to the shear forces applied within the clutch pack assembly 16 by viscous damping medium 60, the braking force applied to the seat bottom plate 25 by the clutch damper cover 5 decreases, smoothly slowing the rotation of the seat bottom 24 to a desired angular velocity until the seat boom support 2 comes to rest against the front bumper 4 of the bumper plate 15. The slowed speed should be dialed in to prevent noticeable bouncing and associated noise therefrom.

The point at which the rear projection 57b of the clutch rocker 56 is contacted by the seat bottom plate 25 can be adjusted to be able to achieve a high enough angular velocity to quickly clear the exit row while still being able to be slowed to a desired rate via the clutch damping mechanism 17. In some examples, the seat rotates sixty degrees between the lowest and uppermost seat bottom positions, and the clutch damping mechanism 17 is engaged after forty-five degrees of upward rotation. In some examples, clutch damping mechanism is engaged at a point mid-way between the lowermost and uppermost seat bottom positions.

FIGS. 10A and 10B show isometric views of the damping hinge assembly 1 in the positions of FIG. 9C and 9D, respectively. The clutch damper cover 5 is shown in a transparent manner to allow a view of the slip plates 8 that are rotated by virtue of registration of their projections 84 into the inner recesses 54 of projections 51. Lock plate 6 is prevented from rotating about the axle 13 by registration pin 9a. Mid plates 7 are prevented from rotating about axle 13 by virtue of being interlocked with the lock plate 6 through mid-plate projections 72.

FIG. 11 shows an example of an adjustable clutch damper cover 90, where extension 92 includes threading 97 that correspond to threading within pressure cup 93 to allow pressure cup 93 to be moved forward and backwards in directions 98. This adjustability allows modification of the force applied by the clutch damper cover 90 to a clutch pack assembly 16 disposed therein. By changing the relative distance of bearing surface 95 and the registration pin 9a, clutch damper cover 90 can employ a single set of spacers 11 and or biasing members 10 to achieve a desired compressive force upon a clutch patch assembly held within the clutch damper cover 90.

A theater seat 80 can include either one damped hinge assembly 1 and one basic hinge assembly 30, or can include two damped hinge assembles 1, depending on the action of biasing member 34 on seat bottom 84, and the required damping to sufficiently slow the seat bottom 84 as it nears its topmost position.

Accordingly, the present invention a damped hinge assembly for a self-raising seat bottom for preventing the seat bottom from noticeably bouncing at its topmost position upon release from its in-use downward position.

The present invention is not intended to be limited to a device or method which must satisfy one or more of any stated or implied objects or features of the invention and should not be limited to the preferred, exemplary, or primary example(s) described herein.

Modifications and substitutions by one of ordinary skill in the art are considered to be within the scope of the present invention, which is not to be limited except by the allowed claims and their legal equivalents.

INDEX OF REFERENCE NUMBERS

• • 1 hinge assembly
  • 2 seat bottom support
  • 3 front bumper
  • 4 rear bumper
  • 5 clutch damper cover
  • 6 lock plate
  • 7 mid plate
  • 8 slip plate
  • 9 a registration pin
  • 9 b pressure pin
  • 10 biasing member
  • 11 spacer
  • 12 O-ring
  • 13 hinge axle
  • 14 hinge bracket
  • 15 bumper plate
  • 16 clutch pack assembly
  • 17 clutch damping mechanism
  • 18 registration channel
  • 19 compression pack assembly
  • 20 fold-down seating
  • 21 seat bottom support member
  • 22 seat back
  • 24 seat bottom
  • 25 seat bottom plate
  • 26 stanchion
  • 28 hinge mount
  • 30 basic hinge
  • 34 biasing member
  • 50 clutch pack receiver
  • 51 projections
  • 52 extension
  • 53 pressure cup
  • 54 inner recesses
  • 55 bearing surface
  • 56 clutch rocker
  • 57 a front projection
  • 57 b rear projection
  • 58 back wall
  • 59 axle aperture
  • 60 viscous damping medium
  • 64 outer portions
  • 66 inner portions
  • 72 mid plate projection
  • 74 outer portions
  • 76 inner portions
  • 82 central aperture
  • 84 projections
  • 90 clutch damper cover
  • 92 extension
  • 93 pressure cup
  • 95 bearing surface
  • 97 threads
  • 98 adjustment direction
  • S contact surfaces

Claims

1. A damped hinge assembly configured to slow a seat bottom having a seat plate as it accelerates about an axle from a lower position towards a topmost position, the damped hinge assembly comprising: a clutch pack assembly having: a plurality of plates disposed about said axle and stacked against one another; anda viscous damping medium, disposed between said plurality of plates; anda clutch damper cover having: a clutch pack receiver; anda clutch plate having a front projection and a rear projection;whereby, upon rotation of the seat bottom to an intermediate position between a lowermost position and a topmost position, one of said front projection or said rear projection of said clutch plate are contacted by a seat bottom plate causing the clutch damper cover to rotate therewith; andwherein, upon rotation of the clutch damper cover, the interior of the clutch pack receiver cooperates with one or more of the plurality of plates of the clutch pack assembly to rotate at a different speed from the other plates; andwherein shear forces created by the action of rotation of the plurality of plates within the clutch pack assembly on said viscous damping medium disposed therebetween acts to slow the rotation of the seat bottom through contact with the seat bottom plate by the clutch plate.

2. The damped hinge assembly of claim 1 wherein said plurality of plates of said clutch pack assembly includes a lock plate, adjacent a first slip plate, adjacent a first mid-plate, adjacent a second slip plate, and adjacent a second mid-plate, and wherein each of said lock plate, first slip plate, first mid-plate, second slip plate, and second mid-plate includes at least one contact surface and wherein prior to assembly of said clutch pack assembly, said viscous damping medium is applied to all contact surfaces of the lock plate, the first and second mid-plates, and first and second slip plates, such that a layer of viscous damping medium is disposed between adjacent plates and between the clutch pack assembly and a back wall of the clutch damper cover to produce a drag force between adjacent rotating surfaces of said clutch pack assembly.