Patent Grant
11753119
The present disclosure relates to seating systems and seat assemblies for marine vessels, and more particularly to a seat assembly the position of which is adjustable with respect to the deck of the marine vessel and a base connectable to the deck for supporting such a seat assembly.
U.S. Pat. No. 6,116,183 discloses a pedestal seat assembly for supporting a boat seat thereon including first and second self-biasing locking mechanisms for restricting rotational and longitudinal movement of the boat seat. A base is configured for mounting to a supporting surface and includes a mounting socket therein. A pedestal or extension has its lower end mounted within the socket of the base. The first self-biasing locking mechanism is mounted within the extension and releasably interconnects the extension and the base, such that the extension is restricted from rotational and longitudinal movement within the base. A seat mount has an upper portion configured to fixedly attach a seat thereto, and a lower portion configured to rotatably mount within the upper end of the extension. The lower end of the seat mount can alternatively be mounted within the socket of the base. The second self-biasing locking mechanism is mounted within the lower portion of the seat mount and releasably interconnects the extension or base such that the seat mount is restricted from rotational and longitudinal movement.
U.S. Pat. No. 6,138,973 discloses a seat pedestal comprised of a first tubular vertical support member attached to an underlying deck by a base member, a second tubular member telescoped within the first member, means for attaching a seat to the top of the second member, and means for adjusting the height of the second member within the first comprising a vertical slot in the second member and a plurality of vertically spaced horizontal radial slots intersecting and extending from the vertical slot and a stationary pin extending from the first member through the slot and about which the second member may be changed in height by positioning the pin selectively within one of the horizontal slots.
U.S. Pat. No. 6,450,845 discloses a tetherless occupant detector system that uses an infrared sensor and a monitor circuit that provides a deactivation signal to an engine control unit or other control mechanisms in the event of an operator of the marine vessel leaving a preselected control position at its helm. The infrared sensor provides an output signal that is generally representative of the heat produced by an occupant within the control position of a marine vessel. The monitor circuit reacts to a sudden decrease in this heat magnitude and provides a deactivation signal in response to detecting this sudden decrease. The deactivation signal provided by the monitor circuit can be received by an engine control unit which then, in turn, deactivates a marine propulsion system. Alternatively, the deactivation signal itself can cause a deactivation of the marine propulsion system.
U.S. Pat. No. 7,017,872 discloses a pedestal assembly for supporting a seat including a first cylinder having an inner surface with a plurality of longitudinally-extending channels, and a second cylinder having an inner surface with a plurality of longitudinally-extending channels and an outer surface with a plurality of longitudinally-extending grooves. The assembly also includes a first bushing that is operably coupled to one end of the second cylinder by a plurality of fasteners received within an end of the channels of the second cylinder, and a second bushing that is operably coupled to one end of the first cylinder by a plurality of fasteners received within an end of the channels of the first cylinder. The second bushing includes a plurality of tabs slidably received within the channels on the inner surface of the first cylinder and is adapted to telescopingly guide the second cylinder within the first cylinder.
U.S. Pat. Nos. 7,303,236 and 7,490,905 disclose apparatuses for operation of a vehicle seat slider. A disclosed apparatus includes a cable assembly having a first end and a second end. The first end of the cable assembly is configured to be operatively coupled to a slider mechanism of a vehicle seat. A release member is operatively coupled to the second end of the cable assembly so that the slider mechanism is urged toward a locked condition in the absence of a force being applied to the release member by a person.
U.S. Pat. No. 7,331,305 discloses for removably coupling a boat apparatus, such as a boat seat or table, to a boat deck, a base plate having a clamping slot is attached to the boat deck and the boat seat or table or the like is supported by a base assembly having a clamping bolt. The base assembly is placed over the base plate with the clamping bolt engaged in the clamping slot and a manually operable member on the base assembly is manually operated to releasably clamp the bolt securely in place in the associated slot.
U.S. Pat. No. 7,355,518 discloses a monitoring system that detects the presence or absence of a marine vessel operator within a defined zone near the helm of a marine vessel. The detection is accomplished through the use of a provision of an e-field and the detection of e-field strength by a receiving antenna system. When the operator is in the proper helm position, the e-field strength is diminished by the presence of a portion of the operator's body within the e-field zone.
U.S. Pat. No. 7,364,234 discloses a swivel mechanism for a vehicle seat including a base plate configured to be fixed relative to the vehicle and to provide support to the vehicle seat. The vehicle seat is mounted to a seat mounting plate having a first side configured to receive the vehicle seat and a second side opposite the first side, mechanically coupled to the base plate. The seat mounting plate and the base plate are mechanically coupled so that when the seat mounting plate is rotated about an axis of the base plate the seat mounting plate translates in a plane that is substantially perpendicular to the axis of the base plate. A locking recess is formed in one of the base plate or the seat mounting plate, and is adapted to receive a locking pawl pivotably mounted to the opposite one of the base plate or the seat mounting plate. The locking recess is biased toward the locking recess such that when the locking pawl and locking recess are engaged, the seat mounting plate is inhibited from movement relative to the base plate.
U.S. Pat. No. 7,866,751 discloses an apparatus and methods to integrally form lever operated cables with vehicle seats. An example apparatus includes a channel integrally formed in a portion of a vehicle seat and a seat position control integrally coupled to the vehicle seat. A cable assembly slidably movable within the channel and has a first end operatively coupled to a seat position adjustment mechanism and a second end operatively coupled to the seat position control.
U.S. Pat. No. 7,938,377 discloses a seat slider. The slider seat includes a seat mount and a first slider guide extending along at least a portion of the perimeter of the seat mount. A second slider guide extends from the surface of the seat mount at a position distally located from the perimeter of the seat mount. A slider plate to which a vehicle seat can be mounted includes a first channel for slidably engaging the first slider guide and a second channel for slidably engaging the second slider guide such that the slider plate is slidable between a first position and a second position relative to the seat mount. A locking lever is movably coupled to the slider plate and includes a locking structure to prevent the slider plate from moving relative to the seat mount. A control member operatively coupled to the locking lever to cause the locking lever to move toward an unlocked position wherein the locking structure allows the slider plate to move relative to the seat mount. In some examples, a trim piece is adapted to at least partially cover fasteners mounting the assembly to a vehicle support surface.
The above-noted patents are hereby incorporated by reference herein in their entireties.
This Summary is provided to introduce a selection of concepts that are further described below in the Detailed Description. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.
According to one example of the present disclosure, a base for a seat assembly on a marine vessel is configured to be connected to a deck of the marine vessel and configured to support the seat assembly above the deck. The base comprises an electrical connector integral with the base. The electrical connector is configured to be electrically connected to a power source on the marine vessel and configured to be electrically connected to a mating electrical connector in a pedestal configured to support the seat assembly.
According to another example, a seating system is configured to be installed on a marine vessel. The seating system comprises a base configured to be connected to a deck of the marine vessel and a pedestal configured to be removably installed in an upright position on or in the base. The base includes a built-in first electrical connector configured to be electrically connected to a power source on the marine vessel. The pedestal includes a second electrical connector configured to mate with the first electrical connector in the base.
According to another example, a pedestal for supporting a seat assembly on a marine vessel is disclosed. The pedestal has a top end configured to support the seat assembly, a bottom end configured to be installed on or in a base connected to a deck of the marine vessel, and an electrical connector integral with the pedestal at the bottom end thereof. The electrical connector is configured to be electrically connected to an electrical connector in the base simultaneously as the pedestal is mechanically installed on or in the base.
Examples of seating systems and subassemblies thereof are described with reference to the following Figures. The same numbers are used throughout the Figures to reference like features and like components.
The seat assembly 102 also includes an actuator 112 configured to adjust a position of the seat 106 with respect to the base 104. More specifically, the actuator 112 is configured to move parts of the seat support assembly 10 to translate the seat 106 in a front-back direction with respect to the base 104, to raise and lower the seat 106 with respect to the base 104, and to tilt the seat 106 at various angles with respect to the base 104. The actuator 112 is also configured to move parts of the swivel assembly 110 to rotate the seat 106 with respect to the base 104. Although an actuator is not shown specifically within the swivel assembly 110, those having ordinary skill in the art would understand that, for example, a rotary actuator could be used for this purpose. Note that separate actuators could be provided for each of the front-back movement, raise/lower movement, tilt movement, and swiveling movement, although only one actuator 112 is shown in this view for purposes of simplicity. For example, multiple actuators that are part of the seat support assembly 10 will be described further herein with respect to
The seating system 100 also includes a controller 114 in signal communication with the actuator 112 and configured to control the actuator 112. As will be described further herein below, the controller 114 is configured to activate the actuator 112 to adjust the position of the seat 106 with respect to the base 104 to a predetermined position dependent on the following: a presence of an operator on the marine vessel, a state of a power unit of a marine propulsion device on the marine vessel, a speed of the marine vessel, a geographical location of the marine vessel, and/or a pitch of the marine vessel. The controller 114 can use other information to control the actuator 112, as will also be discussed herein below.
The controller 114 also includes an input/output interface 120 that transfers information and commands to and from the processing system 116. The I/O interface 120 receives commands from an input device 126, as will be described with respect to
The seat adjustment module 124 is a set of software instructions executable to adjust the position of the seat 106 with respect to the base 104. The seat adjustment module 124 may be a set of software instructions stored within the storage system 118 and executable by the processing system 116 to operate as described herein, such as to adjust the position of the seat 106 with respect to the base 104 to one or more predetermined positions dependent on the following: the presence of an operator on the marine vessel, the state of the power unit of a marine propulsion device on the marine vessel, the speed of the marine vessel, the geographical location of the marine vessel, and/or the pitch of the marine vessel. One of the above-noted types of information can be taken into account, or two or more in combination can be used. Returning to
The presence of the operator on the marine vessel can be determined in many different ways. For example, the operator's presence can be sensed by a transceiver 127 configured to communicate with a wireless transceiver or transmitter carried by the operator in a device such as a key or a fob, or worn around the operator's neck or wrist. The transceiver 126 can communicate the nearby presence of the operator's transceiver or transmitter (e.g., within 10 feet) to the controller 114 via the main network bus 125, in response to which the controller 114 determines that the operator is aboard the vessel. In some examples, the operator's transceiver or transmitter is operator-specific, such that the controller 114 knows which operator is on board the vessel and can adjust the position of the seat 106 accordingly. In other examples, a weight or pressure sensor may be present immediately in front of the seat assembly 102, which may communicate the presence of the operator in the helm area to the controller 114. In yet another example, the operator may use a remote-control device or a smart phone or tablet to provide input to the controller 114 regarding the operator's presence on board.
The state of the power unit of the marine propulsion device on the marine vessel may be determined by one or more power unit sensors 128, which may be located at the vessel's helm and/or on the power unit (e.g., trolling motor, outboard engine, stern drive, inboard, pod drive, etc.). For example, the power unit sensors 128 may be sensors at the helm that indicate whether a key has been turned in the ignition, whether a joystick has been manipulated, whether a throttle lever has been manipulated (and to what position), and/or whether an engine or motor start/stop button has been pressed. The power unit sensors 128 may alternatively or additionally comprise sensors indicating a speed of the engine or motor of the power unit, a gear or direction of rotation of a propulsion unit of the power unit, a throttle position of a throttle on an engine of the power unit, and/or a current supplied to a motor of the power unit.
The speed of the marine vessel can be determined from the speed sensor 130 connected to the main network bus 125. The speed sensor 130 can be any known type of marine vessel speed sensor, such as a pitot tube or a paddle wheel sensor. In another example, vessel speed is determined by a global positioning system (GPS) 132, which is capable of determining speed over ground based on change in GPS position over time. The GPS 132 also determines the geographical location of the marine vessel.
The pitch of the marine vessel is its angle about an axis extending laterally across the marine vessel. The vessel's pitch is determined by a pitch sensor 134, which can be, for example, a gyroscope or an inclinometer. In some examples, the GPS 132 and pitch sensor 134 are both part of a single device such as a motion reference unit (MRU) or an attitude and heading reference system (AHRS).
The main network bus 125 is also connected to a main controller 136, such as a helm controller, which may accept commands from various input devices, such as buttons or switches for adjusting the position of the seat 106, as well as from a joystick, throttle lever, steering wheel, etc., as is known. The controller 114 discussed herein below as controlling the position of the seat 106 is shown as being located on or in the seat assembly 102 (here, in the base 104) and is connected to the main network of the marine vessel. In other examples, the controller 114 could be located on or in the pedestal 108, the seat support assembly 10, or the seat 106. It is also contemplated that the controller 114 could be located under the deck of the marine vessel, or that the main controller 136 or another controller on the vessel could perform all or some of the seat adjustment algorithms disclosed herein.
As noted herein above, the actuator 112 can include separate actuators for each of the forward-back, raise/lower, tilt, and rotate adjustments to the seat 106. One example of a seat support assembly 10 having a geometry and actuators for accomplishing the forward-back, raise/lower, and tilt adjustments will now be described.
The lower member 12 is shown as a rectangular plate 20 with upwardly extending sidewalls 22a, 22b on either lateral side thereof. Likewise, the upper member 16 is shown as a rectangular plate 24 with downwardly extending sidewalls 26a, 26b on either lateral side thereof. In other examples, the lower and upper members 12, 16 are not formed of rectangular plates 20, 24, respectively, but instead one or both of the lower and upper members 12, 16 can be an open frame or a single beam-like member. Although the lower and upper members 12, 16 are shown with opposing sidewalls 22a, 22b and 26a, 26b, respectively, in other examples, no sidewalls are provided and the lower and upper members 12, 16 comprise the plates 20, 24 only. In other examples, the sidewalls are present, but they are not at located the lateral edges of the plates 20, 24; instead, the sidewalls are spaced inwardly from the lateral edges of the plates 20, 24. In yet another example, the sidewalls extend downwardly from the plate 20 of the lower member 12 and/or upwardly from the plate 24 of the upper member 16. In general, the geometry of the lower and upper members 12, 16 is not important so long as they can accommodate the components required for raising and lowering the upper member 16, moving the upper member 16 in a front-back direction 30, and tilting the upper member 16, all as will be described further herein below.
Still referring to
The seat support assembly 10 also includes a first linkage 34a pivotably coupled to the lower and upper members 12, 16 and translatable with respect to at least one of (i.e., one or both of) the lower and upper members 12, 16 in the front-back direction 30 of the seat support assembly 10. More specifically, the first linkage 34a has a lower end pivotably coupled to the lower member 12 and translatable in the front-back direction 30 by way of the first channel 28a, and an upper end pivotably coupled to the upper member 16. The lower end of the first linkage 34a can be coupled to the sidewall 22a by way of a pin 36a or other type of fastener extending through the first channel 28a and into the lower end of the first linkage 34a. The pin 36a is sized and shaped to slide within the first channel 28a, and as the pin 36a does so, the lower end of the first linkage 34a translates along the first channel 28a. The upper end of the first linkage 34a can be coupled to the sidewall 26a of the upper member 16 by way of a pin 38a or other type of fastener. Although this pivot pin 38a is shown as being translationally fixed, and thus the upper end of the first linkage 34a is non-translatably pivotably coupled to the upper member 16, in other examples, a channel could be provided in the sidewall 26a to accommodate the pin 38a in a translatable manner. On the other lateral side of the seat support assembly 10, a third linkage 34b is provided, which has a lower end pivotably coupled to the lower member 12 and translatable in the front-back direction 30 by way of the third channel 28b, and an upper end pivotably coupled to the upper member 16. Such connections can be made to the sidewalls 22b, 26b respectively, by way of pins 36b, 38b, respectively, as described with respect to the first linkage 34a.
A second linkage 40a is also provided, which is pivotably coupled to the lower and upper members 12, 16 and translatable with respect to at least one of (i.e., one or both of) the lower and upper members 12, 16 in the front-back direction 30. More specifically, the second linkage 40a has a lower end pivotably coupled to the lower member 12 and an upper end pivotably coupled to the upper member 16 and translatable in the front-back direction 30 by way of the second channel 32a. On the opposite lateral side, the seat support assembly 10 comprises a fourth linkage 40b having a lower end pivotably coupled to the lower member 12 and an upper end pivotably coupled to the upper member 16 and translatable in the front-back direction 30 by way of the fourth channel 32b. The lower connections are made by way of pins 42a, 42b or other fasteners extending through the sidewalls 22a, 22b, respectively, and through respective lower ends of the second and fourth linkages 40a, 40b. Although these pivot pins 42a, 42b are shown as being translationally fixed, and thus the lower ends of the second and fourth linkages 40a, 40b are non-translatably pivotably coupled to the lower member 12, the pins 42a, 42b could instead be located in channels provided in the sidewalls 22a, 22b. The upper connections are made by way of pins 44a, 44b or other fasteners extending through channels 32a, 32b, respectively, and into respective upper ends of the second and fourth linkages 40a, 40b. The pins 44a, 44b are sized and shaped to slide within the channels 32a, 32b, respectively, such that the upper ends of the second and fourth linkages 40a, 40b can translate in the front-back direction 30 along the channels 32a, 32b.
In other examples, instead of using pins 36a, 36b and 44a, 44b or other fasteners to couple the linkages 34a, 34b and 40a, 40b to the channels 28a, 28b and 32a, 32b, respectively, the appropriate ends of the linkages 34a, 34b and 40a, 40b can be provided with integral protrusions that extend laterally outwardly from the linkages and are configured to be inserted in the channels 28a, 28b and 32a, 32b. Whether pins or integral protrusions are used, the pins or integral protrusions may be coated with or made of material having a low coefficient of friction and high durability. Alternatively, the surfaces of the channels 28a, 28b and 32a, 32b along which the pins or protrusions slide may be coated with a material having a low coefficient of friction and high durability.
Still referring to
A lifting actuator 58 is coupled between the lower member 12 and the upper member 16. The lifting actuator 58 is configured to raise and lower the upper member 16 with respect to the lower member 12. A first end of the lifting actuator 58 is coupled to the lower member 12 at the rear end thereof by way of a bracket 60 and pivots about a laterally-oriented pivot axis thereof. A second end of the lifting actuator 58 is coupled to the upper member 16 at a front end thereof by way of a bracket 62 and pivots about a laterally-oriented pivot axis thereof. (Although not shown herein, the brackets 60, 62 can be bolted, screwed, or otherwise attached to the respective lower and upper members 12, 16.) As such, both ends of the lifting actuator 58 are able to pivot so that the lifting actuator 58 can extend between the lower and upper members 12, 16 even as the upper member 16 raises or tilts upwardly away from the lower member 12. In the present example, the brackets 60, 62 are fixed in the front-back direction 30, but in other examples, one or both of the brackets 60, 62 could be translatable to allow the extension of the lifting actuator 58 to be more vertically-directed as the upper member 16 rises upwardly away from the lower member 12.
Each of the actuators 50, 54, 58 is shown as an electric linear actuator with an associated motor 51, 55, 59, respectively. The motors 51, 55, 59 are connected to a power source, such as a battery, and to one or more switches and/or a controller, as will be described further herein below, which allow current to flow from the power source to the motors 51, 55, 59 to activate the motors 51, 55, 59. As is known, when activated, the motors 51, 55, 59 drive the respective inner tubes of the actuators 50, 54, 58 in or out of the respective outer tubes thereof, thereby moving whatever component is connected to the clevis on the end of the inner tube. In other examples, the actuators 50, 54, 58 could be electric rack-and-pinion-type actuators or hydraulic actuators. In another example, the actuators 50, 54 associated with the translating pivots could be motors attached to lead screws that run through holes in the brackets 47, 49.
As will now be discussed with respect to
To move the upper member 16 forward (with respect to the orientation of a seat coupled to the upper member 16), as shown in
In
Thus, by way of the lower actuator 50 coupled between the lower member 12 and the first linkage 34a, the lower actuator 50 being configured to translate the first linkage 34a in the front-back direction 30 along the first channel 28a, and by way of the upper actuator 54 coupled between the upper member 16 and the second linkage 40a, the upper actuator 54 configured to translate the second linkage 40a in the front-back direction 30 along the second channel 32a, the upper member 16 is able to move in a front-back direction 30 with respect to the lower member 12, as shown in
In
Alternatively, starting from the position shown in
Thus, by way of a lower end of the first linkage 34a being pivotably and translatably coupled to the lower member 12, and an upper end of the second linkage 40a being pivotably and translatably coupled to the upper member 16, the upper member 16 is able not only to translate in the front-back direction 30 as shown in
The seat support assembly 10 is thus a low-profile seat riser and slide system that additionally allows the seat to incline and recline. By way of a four-bar linkage assembly (comprised of the lower member 12, upper member 16, and first and second linkages 34a, 40a), the seat support assembly 10 allows for the upper member 16 to rise with respect to the lower member 12, while the translating pivots (at pins 36a, 44a) move to counteract the forward or backward movement that would otherwise inherently result from such a four-bar linkage. The translating pivots also allow the upper member 16 to slide forward and backward with respect to the lower member 12, without the upward or downward motion that would otherwise be inherent in a four-bar linkage with four fixed pivot points. By way of pivot translation and raising the upper member 16 away from the lower member 12, tilted positions are also possible. This is in contrast to known four-bar linkages for seat support assemblies, which have fixed pivots and can raise and lower the seat in an arced fashion, but require a separate mechanism to slide the seat forward and backward and do not allow for tilt. This is also in contrast to scissors-style seat support assemblies, some of which have translating pivots at adjacent ends of the upper and lower members to allow for vertical rise, but which do not allow for slide or tilt.
Note that the locations and extents of the channels 28a, 28b and 32a, 32b are for exemplary purposes only. In another example, pivotable and translatable couplings are provided between the first and third linkages 34a, 34b and the upper member 16 (instead of the lower member 12, as shown), along with pivotable and translatable couplings provided between the second and fourth linkages 40a, 40b and the lower member 12 (instead of the upper member 16, as shown). In another example, all of the couplings between the linkages and the lower and upper members are both pivotable and translatable. Furthermore, the extent of the channels can vary, and it is contemplated that the first linkage 34a is translatable in the front-back direction 30 along a portion of the lower member 12, and the second linkage 40a is translatable in the front-back direction 30 along a portion of the upper member 16. The portions of the lower and upper members 12, 16 along which the linkages 34a, 40a are translatable can be offset from one another in the front-back direction 30 (i.e., one at the front end of the seat supporting assembly 10 and one at the back end thereof) in order to allow for the movement of the linkages 34a, 40a as described herein above to achieve the positions of the upper member 16 shown in
In some examples, a shock absorbing assembly is coupled between at least one of (i.e., one or both of) the lower member 12 and the first linkage 34a and the upper member 16 and the second linkage 40a. For example, the shock absorber could be an air spring located side-by side with the upper and/or lower actuator 50, 54, or the upper and/or lower actuator 50, 54 could be provided with a spring thereabout to form a coilover shock absorber. In another example, if the actuators are hydraulic, they could be filled with a magnetorheological fluid that changes viscosity upon application of an electromagnetic field that varies based on sensed ride conditions.
The positions of the seat support assembly 10 in
In one example, the input device 126 is in signal communication with the controller 114, and the controller 114 is configured to store a current position of the seat 106 with respect to the base 104 as a predetermined position in response to operator input to the input device 126. For example, the operator can move the seat 106 to a preferred height using a raise/lower button or switch, can move the seat to a preferred forward or backward position using a forward/back button or switch, can tilt the seat to a preferred inclined or reclined position using an incline/recline button or switch, and can swivel the seat to a preferred angle using a clockwise/counter-clockwise rotation button or switch. The operator can thereafter can command the controller 114 to store the preferred position of the seat 106 for later retrieval in response to operator input or in response to the controller 114 carrying out the algorithm stored in the seat adjustment module 124. To facilitate storage of the preferred position, the seating system 100 may include a sensor 129 configured to provide to the controller 114 a current position of the seat 106 with respect to the base 104. The position sensor 129 can be a Hall effect-based sensor, a potentiometer, or other known type of position sensor and can be installed on the seat support assembly 10, such as on the lower or upper members 12, 16; the linkages 34a, 34b and/or 40a, 40b; and/or on the actuators 50, 54, 58, such as to measure the position of the inner tube with respect to the outer tube thereof. Those having ordinary skill in the art would understand that a sensor such as a rotary encoder located in the swivel assembly 110 could measure the rotational position of the seat 106 with respect to the base 104.
To store the measured position of the seat 106 in the forward-backward direction, up-down direction, incline-recline direction, and/or rotational direction, the operator could select a separate button or key on the input device 126. Alternatively, the operator may select a “store” option via a helm interface or via an application interface on a smart device. In response, the controller 114 stores the measured position of the seat 106 (including in each of the forward-backward direction, up-down direction, incline-recline direction, and rotational direction) as a predetermined position in the storage system 118, which predetermined position can later be retrieved while executing the instructions of the seat adjustment module 124.
Other predetermined positions of the seat 106 with respect to the base 104 stored in the storage system 118 may be stored by the seat manufacturer or the person commissioning the marine vessel.
Current powered marine seating does not give true positional feedback or provide automated control. There is no automated actuation based on vessel state or an operator's preference. Currently, all power actuation must be controlled from the helm by individual controls (e.g., buttons) for each type of seat movement (e.g. raise/lower or forward/back slide), with individual wires running from the buttons in the helm to actuators in the seat. Positions of the actuators are not recorded, and thus the seat cannot return to a previous desired position. The only known position of the seat is when the actuator reaches its end limits. Moreover, there is no controller within the seat assembly controlling such actuation. Thus, a controller located on, in, or near the seat can automate seat positioning with respect to marine vessel operating conditions and/or operator preferences. Examples of such automated positioning are described herein below.
In one example, in response to the presence of the operator on the marine vessel and in response to the power unit being in a stopped state, the controller 114 may activate the actuator 112 to translate the seat 106 backward with respect to the base 104, thereby moving the seat 106 away from the helm console and allowing the operator easy access to the seat 106. In one example, the controller 114 moves the seat to a predetermined position shown in
By way of another example, in response to the power unit being started from a stopped state, the controller 114 may activate the actuator 112 to raise the seat 106 with respect to the base 104. In one example, the controller 114 moves the seat to the predetermined position shown in
Furthermore, in response to the pitch of the marine vessel being greater than or equal to a predetermined pitch, the controller 114 may activate the actuator 112 to raise the seat 106 with respect to the base 104 to the predetermined position shown in
In another example, in response to the speed of the marine vessel being greater than or equal to a predetermined threshold speed, the controller 114 may activate the actuator 112 to move the seat 106 toward a centered position with respect to the base 104 and to lower the seat 106 with respect to the base 104. In one example, the controller 114 moves the seat 106 to the position shown in
In some examples, the seat adjustment module 124 could be programmed to move the seat 106 to the position of
In yet another example, in response to the geographical location of the marine vessel remaining substantially the same for greater than a predetermined time period, the controller 114 may activate the actuator 112 to tilt the seat 106 backward with respect to the base 104. For example, the controller 114 may move the seat 106 to the predetermined position shown in
In some examples, the controller 114 may additionally be programmed to rotate the seat 106 by way of the swivel assembly 110 toward a center of the marine vessel in response to the geographical location of the marine vessel remaining substantially the same for greater than a predetermined time period and/or when the engine/motor is off, but the weight of a passenger is still sensed in the seat 106 and/or a key remains in the ignition for longer than a predetermined period of time after the engine/motor is stopped. This could rotate the operator in the seat 106 to a “social/conversation” position with respect to the passengers.
In some examples, the raised and inclined predetermined position of
In some examples, the backward position of
Note that although the above description has described the seat 106 as being moved to the exemplary position shown in a particular figure, this movement of the seat 106 occurs as a result of movement of the upper member 16 with respect to the lower member 12 and the connection of the seat 106 to the upper member 16. Many of the exemplary positions of the upper member 16 are shown as being at the limits of positioning in the forward-back, up-down, or tilt directions. It should be understood that the predetermined positions may instead be positions intermediate the centered, lowered position of
Additionally, although many descriptions herein above are provided with respect to the operator's seat at the helm, it should be understood that passenger seats on the marine vessel could be provided with controllers and automatically moved to some of the positions described herein above in response to the conditions noted herein above. Each passenger seat could have its own controller on or in the seat assembly 102 or provided below the deck. Alternatively, the main controller 136 or a separate master seat controller could be provided in communication with the actuators in each seat. In some examples, one seat assembly (such as the operator's seat assembly) has a master controller associated therewith, which master controller controls slave controllers associated with other seats on the marine vessel. The seats' controllers could be connected by way of a local interconnect network (LIN) bus, and a gateway could connect the LIN bus to the main network bus 125 on the marine vessel. In an alternative embodiment, the seats' controllers could be connected by way of the CAN bus and could communicate using the NMEA 2K protocol.
The present disclosure also contemplates a method in which an operator stores the predetermined positions for maneuvering while docking or leaving a dock, while accelerating, while cruising, and/or while station-keeping/anchoring. For example, the controller 114 could be configured to direct the operator through a configuration mode, in which the operator uses the input device 126 to move the seat 106 to a preferred position for each operating mode and then stores that preferred position in conjunction with that operating mode. Such a configuration mode can be run while the vessel is stationary or while the vessel is operating in the mode in question. The controller 114 can also be configured to allow the operator to override any predetermined position of the seat 106 temporarily by manipulating the input device 126. The controller 114 can be configured to allow the operator to store-over the predetermined positions at any time by pressing a given button or selecting a given option while the seat is in a new preferred position. Furthermore, as noted briefly herein above, the controller 114 can be configured to store different predetermined positions for different operators. The operators can be automatically identified by way of a unique code received by the transceiver 127 from the operator's transmitter or transceiver, or the operators can identify themselves via the input device 126, an input device at the helm, and/or an application on a smart device.
During research and development, the present inventors realized that with the above-mentioned functionality provided by the actuator 112 (e.g., actuators 50, 54, 58) and the controller 114, the known manner of installation by individually wiring each actuator and/or the controller to a power source (e.g., battery) and optionally to a communication bus on the marine vessel would be time consuming and might not be something within the skill level of a given boat builder. Therefore, the present inventors conceived a “plug-and-play” type seating system that allows the seat assembly to be electrically connected to the vessel's power source and optionally to the vessel's communication bus at the same time the seat assembly is mechanically installed on the base. By providing an electrical connector in the base of the seating system, which is configured to mate with an electrical connector in the pedestal of the seating system as a result of the mechanical installation of the pedestal in the base, the present inventors have eliminated the need to connect individual wires in a pedestal and seat assembly to wires running under the deck.
An actuator is configured to adjust a position of the seat 206 with respect to the base 204. For example, the actuator is configured to adjust the position of the seat 206 with respect to the base 204 in at least one of the following ways: to translate the seat 206 in a front-back direction with respect to the base 204; to raise and lower the seat 206 with respect to the base 204; to tilt the seat 206 at various angles with respect to the base 204; and/or to rotate the seat 206 with respect to the base 204. One actuator 207 is configured to adjust a position of a top end of the pedestal 208 with respect to a bottom end of the pedestal 208. For example, the actuator 207 raises and lowers the top end of the pedestal 208 with respect to the bottom end thereof in order to raise and lower the seat 206 with respect to the base 204. The actuator 207 can be, for example, an electric linear actuator or a rack and pinion-type actuator and operates as is known to raise and lower the upper column 208b with respect to the fixed lower column 208a. Another actuator 209, such as a rotary actuator, rotates the seat 206 with respect to the base 204 by way of the swivel assembly 210, such as by rotating the mounting upper plate thereof with respect to the lower mounting plate thereof. In another example, the actuator 207 in the pedestal 208 includes a rotary actuator that rotates the upper column 208b of the pedestal 208 with respect to the fixed bottom column 208a thereof, and a separate swivel assembly 210 is not provided. Another actuator 213 slides the seat 206 back and forth with respect to the base 204 by way of the slide assembly 211. The actuator 213 can be, for example, an electric linear actuator or a rack and pinion-type actuator. In some examples, one of the swivel assembly 210 and the slide assembly 211 is also configured to tilt the seat 206, as is known. In another example, instead of separate actuators 207 and 213 for providing up-down and forward-back movement, the seat support assembly 10 of
The seating system 200 also includes a heater 290 and/or a fan 292 for respectively heating or cooling the seat 206. Although the heater 290 and fan 292 are shown as being in the seat 206, they could be attached to the bottom and/or back of the seat 206 or could be located in the slide assembly 211. The heater 290 could be a wire heater coil embedded within the seat 206 or any other known vehicular seat heating device. The fan 292 could be part of a blower unit also comprising an electric motor for powering the fan 292. The seat 206 can be provided with holes in the surfaces that face the occupant in order to allow conditioned air to flow through the seat 206 to the occupant.
According to the present disclosure, the base 204 includes a built-in first electrical connector 264 configured to be electrically connected to a power source on the marine vessel, as will be described herein below with respect to
In the example of
As noted herein above, the base 304 is configured to be connected to the deck 305 of the marine vessel and is configured to support the seat assembly 302 above the deck 305, such as by way of the pedestal 308. The base 304 comprises an electrical connector 364 integral with the base 304. The electrical connector 364 is built into the structure of the base 304, instead of there being a loose-hanging connector at the end of a wire located under the deck 305 or a loose hanging wire without any connector at all, as in prior known designs. The electrical connector 364 is configured to be electrically connected to a power source 72, such as a battery, on the marine vessel. For example, the base 304 is installed such that the electrical connector 364 is pre-wired under the deck 305 to the marine vessel's main battery. The electrical connector 364 in the base 304 is also configured to be electrically connected to a communication bus 74 on the marine vessel. For example, the electrical connector 364 is pre-cabled under the deck 305 to the main network bus on the marine vessel or to a supplemental bus connecting several seats on the marine vessel together. In this manner, the electrical connector 364 is provided with power and optionally with communications. In other examples, the controller 314 is configured for wireless communication, obviating the need for a connection to the communication bus 74.
As shown, the electrical connector 364 in the base 304 is recessed from a top surface 303 of the base 304. Often, bases for a marine seating assembly have apertures in the top surface thereof for receiving the bottom end of the pedestal therein, with a spring-loaded locking assembly or a pin-and-hole assembly (or other known connection assembly) for holding the pedestal upright and locked in the base. Examples of such known assemblies are described in U.S. Pat. Nos. 6,116,183 and 7,331,305, incorporated by reference herein above. Examples of commercially available products include the “238 Series” bases and pedestals from Attwood Corporation of Lowell, Mich. The electrical connector 364 is located where the bottom end 384 of the pedestal 308 would rest inside the base 304. For example, the electrical connector 364 can be located on a surface 376 recessed from the top surface 303 of the base 304, which surface 376 is supported by a cylindrical wall 378 depending from the top surface 303 of the base 304, along the edges of the aperture 380 therein. In another example, the surface 376 is located on a bottom plate of the base 304, which rests on the deck 305. Other structures for holding the electrical connector 364 integrally in the base 304 are contemplated, although not specifically described herein. Recessing the electrical connector 364 within the base 304 ensures that the electrical connector 364 is less likely to be stepped on and damaged, as a cap can be placed over the aperture 380 in the base 304, as is known, when a pedestal is not installed therein. However, it is also contemplated that the electrical connector 364 is flush with the top surface 303 of the base 304 or projects upwardly from the top surface 303 of the base 304.
As noted above, the electrical connector 364 is configured to be electrically connected to a mating electrical connector 366 in the pedestal 308 configured to support the seat assembly 302. Although the electrical connector 364 in the base 304 is shown as a male plug, and the electrical connector 366 in the pedestal 308 is shown as a female receptacle, it should be understood that the genders of the electrical connectors 364, 366 could be reversed. In one example, the electrical connector 366 in the pedestal 308 is hanging loose at the end of a wire and can be attached to the electrical connector 364 in the base 304 prior to the pedestal 308 being mechanically installed into the base 304. In another example, according to the present design, the electrical connector 364 in the base 304 is configured to be electrically connected to the mating electrical connector 366 in the pedestal 308 simultaneously as the pedestal 308 is mechanically connected to the base 304. So too, the second electrical connector 366 is configured to mate with the first electrical connector 364 in the base 304 simultaneously as the pedestal 308 is mechanically installed on or in the base 304. In order to provide for such plug-in electrical connection of the pedestal 308 with the base 304, the electrical connector 366 is integral with the pedestal 308 at a bottom end 384 thereof. For example, the second electrical connector 366 is built into the bottom end 384 of the pedestal 308. By way of non-limiting example, the receptacle of the electrical connector 366 shown here can be flush with a closed or partially closed bottom surface at the bottom end 384 of the pedestal 308.
As long as the pedestal 308 is aligned correctly with the base 304 before it is fully inserted into the aperture 380 and locked therein, the mechanical installation process will also necessarily result in the electrical connectors 364, 366 mating with each other. Alignment marks or tabs could be provided on the pedestal 308 and base 304 to direct the installer how to align the two parts such that mechanical installation will simultaneously result in electrical connection. Alternatively, in the case of, for example, a spring-loaded tab on the pedestal 308 and a slot through which the tab projects on the base 304, the correct alignment may be obtained by aligning the tab with the slot prior to insertion of the pedestal 308 into the base 304. Although it is envisioned that the simplest design can be obtained by requiring only vertical movement of the pedestal 308 with respect to the base 304 for installation, it is also envisioned that the pedestal 308 could screw into the base 304, in which case one of the electrical connectors 364, 366 would need to be rotatable.
Thus, the present disclosure includes a pedestal 308 for supporting a seat assembly 302 on a marine vessel, the pedestal having a top end 382 configured to support the seat assembly 302, a bottom end 384 configured to be installed on or in a base 304 connected to a deck 305 of the marine vessel, and an electrical connector 366 integral with the pedestal 308 at the bottom end 384 thereof. The electrical connector 366 is configured to be electrically connected to an electrical connector 364 in the base 304 simultaneously as the pedestal 308 is mechanically installed on or in the base 304.
Still referring to
The fourth electrical connector 370 is shown here as being a male plug, but the genders of the third and fourth electrical connectors 368, 370 could be reversed. Similar to the arrangement of the base 304, the fourth electrical connector 370 is integral with the seat assembly 302, such as by being built into a recessed surface 386 accessed via an aperture 388 in the lower side of the swivel assembly 310 (or the slide assembly 311 or seat support assembly 10, depending on the set-up). In another example, the fourth electrical connector 370 is at the free end of a wire and is connectable to the third electrical connector 368 prior to installation of the seat assembly 302 on the pedestal 308. In still other examples, the pedestal and seat assembly can be manufactured and sold as an integral unit, with wiring all the way from the second electrical connector 366 to any actuators and any controller, in which case no third and fourth electrical connectors 368, 370 would be required.
The electrical connectors described herein above can be selected from various types of appropriate connectors for electrical and signal connections. For example, the electrical connectors may have at least four positions for power, CAN high, CAN low, and ground, or at least three positions for power, ground, and LIN communications, depending on what communication bus is used on the marine vessel. In one example, the connectors are 9-position D-Sub connectors for CAN/LIN communication, such that they can be connected to either type of communication bus. In some examples, the controller is configured for powerline communication, and appropriate connectors for same are provided. In such examples, the controller is provided with a CAN over DC powerline or LIN over DC powerline transceiver, as appropriate, depending on the communication type used on the marine vessel. In still other examples, such as those where a controller is not provided, the connectors are 3-position connectors with two positions for power and one for ground. In other instances, the connectors are the above-mentioned 3-position connectors, but a controller 114, 214, 314, 414 is provided for the seat, and communication between the main controller 136 and the seat's controller 114, 214, 314, 414 is wireless. The controller 114, 214, 314, 414 and the main controller 136 would be provided with wireless transmitters, receivers, or transceivers, as appropriate, and any wireless protocol could be used for communication. Those having ordinary skill in the art will understand that the wires and/or cables between the connectors can be selected appropriately for power, ground, and/or bus communication, as needed.
Thus, it can be appreciated that the electrical connectors 264, 364, 464, 564 in the bases 204, 304, 404, 504 described herein above can be pre-wired to power and/or communications below deck. An installer can then select a desired pedestal and seat assembly, plug the pedestal into the base, and plug the seat assembly into the pedestal, and thereby both mechanically and electrically connect the seating system together in several simple steps. A given application may not require an electrically actuatable seat assembly or pedestal, in which case the pedestal can simply have a recess into which the electrical connector 264, 364, 464, 564 in the base fits. Installers are thereby able to choose whatever types of pedestals and seats they want, and “plug” them mechanically, and optionally electrically, into the base. Once installed, if the seating system is connected to communications, the main controller on the vessel will recognize the seating system, its location, and its potential functions, optionally even presenting the installer with prompts to pre-set controls at the helm. The pedestal and seat assembly are also quickly disconnected from the base. The above-described quick-connect and quick-disconnect feature is helpful for example on multi-species fishing boats, on which boaters are accustomed to moving seats around to different locations. This feature is also helpful for situations when the seat is shipped to a dealer uninstalled, as is typical for pontoon boats.
In the present description, certain terms have been used for brevity, clarity, and understanding. No unnecessary limitations are to be implied therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed. The different components and assemblies described herein may be used or sold separately or in combination with other components and assemblies. Various equivalents, alternatives, and modifications are possible within the scope of the appended claims.
| Number | Name | Date | Kind |
|---|---|---|---|
| 2749969 | Tatter | Jun 1956 | A |
| 3839757 | Grimes | Oct 1974 | A |
| 4928620 | Currey | May 1990 | A |
| 4977848 | Currey | Dec 1990 | A |
| 5383640 | Johnson et al. | Jan 1995 | A |
| 5636884 | Ladetto et al. | Jun 1997 | A |
| 5833385 | Carnahan et al. | Nov 1998 | A |
| 5975508 | Beard | Nov 1999 | A |
| 6116183 | Crow et al. | Sep 2000 | A |
| 6138973 | Woodward | Oct 2000 | A |
| 6450845 | Snyder et al. | Sep 2002 | B1 |
| 6940026 | Rundell et al. | Sep 2005 | B2 |
| 7017872 | Hogle et al. | Mar 2006 | B2 |
| 7303236 | Ritter et al. | Dec 2007 | B2 |
| 7331305 | Garelick | Feb 2008 | B2 |
| 7355518 | Staerzl | Apr 2008 | B1 |
| 7364234 | Begin et al. | Apr 2008 | B2 |
| 7490905 | Ritter et al. | Feb 2009 | B2 |
| 7686397 | Sahi | Mar 2010 | B2 |
| 7866751 | Downey | Jan 2011 | B2 |
| 7938377 | Draghici et al. | May 2011 | B2 |
| 7950618 | Burer | May 2011 | B1 |
| 8292368 | Yarbrough | Oct 2012 | B1 |
| 8444203 | Ohtsubo | May 2013 | B2 |
| 8474910 | Kammerer | Jul 2013 | B2 |
| 8540316 | Deml et al. | Sep 2013 | B2 |
| 8590971 | Ito et al. | Nov 2013 | B2 |
| 8864232 | Hashimoto | Oct 2014 | B2 |
| 9120410 | Bauman | Sep 2015 | B2 |
| 9242703 | Nutz et al. | Jan 2016 | B2 |
| 9399415 | Serber | Jul 2016 | B2 |
| 9481466 | Fischer et al. | Nov 2016 | B2 |
| 9528567 | Robbins et al. | Dec 2016 | B2 |
| 9604550 | Ito | Mar 2017 | B2 |
| 9604707 | Falck et al. | Mar 2017 | B2 |
| 9630527 | Matsui | Apr 2017 | B2 |
| 9655458 | Jacobs | May 2017 | B2 |
| 9925892 | Frye et al. | Mar 2018 | B2 |
| 10005380 | Reid et al. | Jun 2018 | B2 |
| 10086728 | White et al. | Oct 2018 | B2 |
| 10317301 | Saitoh | Jun 2019 | B2 |
| 10328826 | Ramachandra et al. | Jun 2019 | B2 |
| 10377281 | Pleskot | Aug 2019 | B2 |
| 10532673 | Kemp et al. | Jan 2020 | B2 |
| 10752139 | Plante et al. | Aug 2020 | B2 |
| 10773613 | Nakamura et al. | Sep 2020 | B2 |
| 11242118 | Yob | Feb 2022 | B1 |
| 20170080831 | Kaemmerer et al. | Mar 2017 | A1 |
| 20170197531 | Beasley | Jul 2017 | A1 |
| 20190031298 | Falck | Jan 2019 | A1 |
| Number | Date | Country |
|---|---|---|
| 201525307 | Jul 2010 | CN |
| Entry |
|---|
| Springfield Marine Company, “Plug-In™ Series,” webpage, available at www.springfieldgrp.com/products/plug-in-series, last visited Nov. 16, 2020, pp. 23-24. |
