Safety seat for a marine craft or other vehicle

Abstract

A safety seat assembly including a seat or like occupant support structured to maintain an occupant, such as a child or infant, in a predetermined, substantially upright orientation relative to the vehicle during travel thereof. A stabilization assembly includes an orientation portion moveable with the vehicle relative to the occupant support throughout a substantially universal range of orientations so as to compensate for any movement of the vehicle including lateral sway, turning, acceleration, de-acceleration, etc, which would tend to displace the occupant and occupant support from the preferred orientation. In one embodiment, the occupant support includes a floatation assembly as well as a ballast structure, wherein the occupant support is removably mounted on a water craft and is structured to maintain an occupant in an above surface, floating orientation in the water in the event of an emergency.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a safety seat assembly including an occupant support structure particularly, but not exclusively, intended for use in maintaining a child on a marine craft or other type of vehicle. An included stabilization assembly is structured to overcome forces to which the occupant support is exposed, while maintaining the occupant in a preferred, substantially upright orientation regardless of the extreme movements of the vehicle during its travel. A floatation assembly may also be included to maintain the occupant in an above surface, floating position when placed in the water during an emergency situation.

2. Description of the Related Art

The use of child safety seats is universally recognized as an important and even necessary accessory for protecting children and infants traveling in motor vehicles. Moreover, use of some type of supporting seat assembly for children is mandated by either state or local regulations. As such, relatively sophisticated structural advancements have been made in the design and operative features of child safety seats in an effort to better protect a child occupant against trauma in emergency situations. In addition, such advancements are also directed to the use of lightweight, high strength materials which not only serve to protect an infant but facilitate the installation and removal of the safety seat from an intended location within a motor vehicle.

In spite of the various improvements found in modern day, commercially available child safety seats, the basic function thereof is to at least partially enclose and thereby protect the occupant against forcible trauma. In addition a common goal of such devices is to retain the child within the vehicle, typically through the use of various types of restraining harness and like devices. However, even in light of the widespread use and availability of child safety seats, they are not normally designed and structured to maintain the child in a predetermined orientation during unusual or extreme movements of the vehicle during travel, except of course when the vehicle is involved in a collision. By way of example, when an automobile or like motor vehicle is involved in a sharp turn at relatively high speeds, the safety seat and child occupant is subjected to relatively strong lateral forces which tend to displace the occupant from an intended comfortable and protected position. Similar forces are exerted on the seat structure and child occupant during deceleration as well as unusual acceleration of the vehicle. During such relatively extreme movements of the vehicle, conventional safety seats do not normally adapt to the tendency of the seat and occupant to be displaced from a preferred, normally intended orientation.

Another category of vehicles for which known or conventional child safety seats are generally considered to be unsatisfactory is marine craft. More specifically, it is of course known to include various floatation devices on pleasure boats as well as other water craft. As such, floatation devices are available which are specifically designed for infants and small children. However, there is a general lack of product development in the area of child safety seats or occupant supporting structures specifically intended to protect a child on a marine craft, which are also capable of maintaining an occupant in an above surface, floating position in an emergency situation.

It is acknowledged that safety seats or like supporting structures incorporating some type of floatation assembly are known. However, such devices typically lack sufficient structural versatility to include the operative features of absorbing shock in emergency situations while maintaining the child occupant in a preferred orientation during unusual movements of the water craft, such as during harsh weather conditions, high speed turns or other unusual maneuvers. Of course it is well recognized that relatively small boats encounter numerous conditions while traveling which exert lateral or swaying forces on the water craft. Such forces are transferred to the occupants, requiring the use of restraint devices or necessitating that the occupants brace themselves. Obviously, small children and infants normally would not have the strength or the foresight to assume a restraining position or take other protective measures during unusual maneuvering or other conditions which would effect the swaying, tilting, etc. of the boat.

Therefore there is a need in the area of child safety for a seat or other occupant support structure capable of protecting an occupant, regardless of age, against forcible trauma, while simultaneously maintaining the occupant in a preferred, substantially upright position normally assumed by an occupant when traveling in a vehicle. In addition such a device should be adaptable for use on a marine craft so as to protect a child occupant against drowning during emergency conditions.

SUMMARY OF THE INVENTION

The present invention is directed to a safety seat assembly comprising, in at least one preferred embodiment, structure which makes the seat assembly readily adaptable for use on a marine craft. As will be apparent hereinafter, the safety seat assembly of the present invention is primarily, but not exclusively, intended for use by infants and children. However, the present invention could be readily adapted, with little or no structural modification, for use in safely supporting and retaining occupants of a water craft, regardless of the age and/or stature thereof. As will also be apparent from the description of one or more preferred embodiments of the present invention, as hereinafter described, the term “seat” is used synonymously with other types of occupant support structures or retaining assemblies used to properly position and orient an occupant on a water craft or other type motor vehicle. Moreover, it is to be understood that the occupant support structure may be configured to maintain the occupant in a sitting position, or partially or fully inclined position.

While the safety seat assembly of the present invention comprises at least one preferred embodiment specifically structured to be used on marine craft, other preferred embodiments of the safety seat assembly of the present invention can be readily adapted for use on other vehicles including, but not limited to, airplanes, buses, recreational vehicles, vans, etc. Therefore, whether the seat assembly is used on a marine craft or other vehicle, included structural and operative features thereof provide sufficient versatility which enables the occupant to be protected against forcible trauma or ejection from the vehicle. In addition, the safety seat assembly of the present invention concurrently maintains the occupant and the occupant support structure in a preferred, predetermined orientation relative to the vehicle during normal and/or relatively unusual movement of the vehicle as it travels.

More specifically, it is universally recognized that water craft, as well as a variety of other types of vehicles, frequently perform relatively unusual or extreme maneuvering during the travel thereof. Such unusual movements may include sharp turns, deceleration, acceleration, etc. Also movement of the vehicle during its travel may be caused by unusual weather conditions particularly when the seat assembly of the present invention is mounted on a boat. In any of the above noted situations such unusual or extreme movement results in forces being exerted on the seat assembly or occupant support in which the occupant is disposed. Such forces, while not being sufficient to expel the occupant from the seat assembly, would frequently cause the swaying or tilting of the seat assembly and/or the occupant out of what may be referred to as a preferred and “predetermined orientation”. Such predetermined orientation is considered to be a normal, substantially upright positioning of the occupant, as well as the seat or occupant support structure, when the vehicle is traveling in a normal fashion absent the extreme or unusual maneuvering thereof.

For purposes of clarity the term “upright”, when defining or describing the aforementioned “predetermined orientation” of the seat assembly and occupant, is intended to describe a general attitude or orientation of the occupant and the seat assembly relative to the vehicle. Accordingly, the term “upright” is not necessarily intended to define or describe a sitting or vertically upright positioning of the occupant. To the contrary, the occupant as well as the seat assembly or occupant support structure in which the occupant is disposed may assume the “predetermined orientation” or “upright position” while being partially or fully inclined, such as when the occupant is an infant. Further, the predetermined orientation or upright positioning of the occupant and the seat assembly is to be distinguished from a laterally inclined or forward or backward tilting of the seat assembly and/or occupant which would normally occur without the use of the safety seat assembly of the present invention, such as when a water craft or vehicle is subjected to extreme maneuvering or harsh weather conditions as described in detail above.

Therefore, the safety seat of the present invention is structured to protect an occupant, particularly an infant or child, during emergency situations such as when the vehicle is involved in an accident. However the seat assembly of the present invention is also structured to restrict movement of the seat assembly and/or occupant support out of the aforementioned “predetermined orientation” during movement of the vehicle when traveling.

Accordingly, the safety seat assembly of the present invention comprises a platform secured to an appropriate location on the vehicle. A stabilization assembly is interconnected between the platform and the seat assembly and/or occupant support structure. In at least one preferred embodiment of the safety seat assembly of the present invention, specifically intended use on marine craft, the seat assembly is securely interconnected to the platform and accordingly to the vehicle. However interconnection between the stabilization assembly and the platform is such as to facilitate a quick and easy removal of the seat assembly from the platform and the vehicle, which may be necessary during emergency situations. By way of example, if it is determined that the marine craft is no longer capable of supporting the occupants thereon, the quick and easy removal of the seat assembly from the platform and into the water may be necessary. Also, under such emergency conditions the seat assembly and/or occupant support structure may also incorporate a floatation assembly as well as a ballast structure which maintains the seat assembly and the occupant in an above surface, floating position when placed in the water. As will be more fully described hereinafter, the ballast structure and the floatation device are relatively disposed and structured to properly orient the seat assembly such that the occupant therein is positioned above the surface of the water at all times.

In accomplishing its intended function, the stabilization assembly comprises at least an orientation portion preferably including a stabilizing rod and a suspension assembly. The suspension assembly, in at least one preferred embodiment, may include a biasing structure comprising a plurality of biasing segments disposed in surrounding relation to the stabilizing rod and interconnected thereto by an appropriately positioned and structured connecting link. The function and cooperative structuring of this stabilizing assembly serves to normally bias or position the stabilizing rod in a neutral orientation when unusual external forces, during movement and travel of the vehicle, are not applied to the seat assembly or occupant.

However, when the seat assembly is subjected to unusual or extreme forces, the stabilizing rod and the associated suspension assembly permit movement and or displacement of the stabilizing rod out of the neutral orientation and into any one of a plurality of orientations which may be collectively described as a universal range of orientations relative to the position of a remainder of the stabilizing assembly. In order to accomplish relative movement and positioning of the stabilizing rod, it is interconnected by a moveable coupling structure to the remainder of the stabilizing assembly thereby further facilitating movement of the stabilizing rod into anyone of the afore mentioned plurality of orientations. It is further emphasized that movement of the stabilizing rod through the universal range of orientations is caused by the aforementioned unusual movement or maneuvering of the vehicle as the vehicle is traveling. Accordingly the stabilizing rod, is interconnected to the platform by means of a connecting shaft or like structure and is therefore moveable with the vehicle, during travel of the vehicle, relative to a remainder of the stabilization assembly as well as the seat assembly or occupant support structure.

For purposes of clarity it may be beneficial to distinguish between the terms “travel” and “movement” when referring to the operational condition of the vehicle. Naturally, the entire safety seat assembly, including the stabilization assembly, will accompany the vehicle during its “travel”. However, when the vehicle encounters unusual movement or extreme maneuvering, as described in detail herein, the stabilizing rod moves with the vehicle and relative to a remainder of the stabilization assembly and occupant support structure. The occupant support structure is thereby maintained in and/or restricted from being disposed out of the preferred, “predetermined position” as also described in detail herein.

To further protect an occupant disposed in the seat assembly, the stabilization assembly may also include a shock absorber portion to which the seat assembly is more directly connected. The shock absorber portion will be more fully described hereinafter as including a chamber in which a biasing assembly is disposed along with a shock absorbing fluid, such as oil, gas or other appropriate fluid. Therefore, the biasing assembly, as well as the shock-absorbing fluid, are disposed in cooperative relation to the other components of the shock absorber portion in order to dissipate any forces to which the seat assembly is subjected particularly, but not exclusively, in a vertical direction.

Other structural features of the safety seat assembly of the present invention comprise a signaling assembly which in various embodiments include structural and operative components which facilitate locating the seat assembly or occupant support and occupant, in the event of an emergency situation. More specifically, in emergency situations involving a marine craft, the seat assembly or occupant support is manually or automatically disposed overboard in a preferred floating orientation. In such situations it is of course important to locate and rescue the occupant in a rapid and efficient manner. Accordingly, the signaling assembly is structured to facilitate the visual and/or electronic location of the seat assembly.

Therefore one of the embodiments of the signaling assembly includes at least a portion of the occupant support structure or other components associated with the safety seat assembly comprising a surface treatment which may include, but not be limited to, a fluorescent or other vibrant color. The portion of the seat assembly so colored should be disposed above the surface of the body of water in which the seat assembly is floating so as to be easily sighted from a marine craft or aircraft conducting a search.

In addition to or as an alternative, the occupant support structure and/or other portions of the safety seat assembly may include an electronic transmitter and/or an illuminated beacon or strobe-light structure connected thereto. Such electronic signaling components may be automatically and/or manually activated so as to begin generating light or RF signals as quickly as possible once the seat assembly is disposed overboard. Therefore, the chances of a timely rescue of the floating occupant during an emergency situation of the type set forth above will be greatly increased.

Therefore, it should be apparent that the safety seat assembly of the present invention overcomes many disadvantages and problems associated with numerous conventional and known safety devices, particularly the type intended to protect children or infants riding in a vehicle. Also, the structural versatility of the safety seat assembly of the present invention allows its use with a variety of different categories of vehicles including marine craft and other motor vehicles as set forth above.

These and other objects, features and advantages of the present invention will become clearer when the drawings as well as the detailed description are taken into consideration.

BRIEF DESCRIPTION OF THE DRAWINGS

For a fuller understanding of the nature of the present invention, reference should be had to the following detailed description taken in connection with the accompanying drawings in which:

FIG. 1 is a perspective view of a safety seat assembly or occupant support structure of the present invention.

FIG. 2 is a rear perspective view of at least one preferred embodiment of the safety seat or occupant support structure of the present invention.

FIG. 3 is a perspective view of a stabilization assembly associated with the embodiments of FIGS. 1 and 2.

FIG. 4 is an interior perspective view in cross-section showing structural components associated with the stabilization assembly of the embodiment of FIG. 3.

FIG. 5 is a perspective view of an operative component of the stabilization assembly of the embodiment of FIG. 4.

FIG. 6 is a perspective sectional view of the embodiment of FIG. 5.

FIG. 7 is a perspective view of a structural component of the embodiment of FIG. 4.

FIG. 8 is a perspective view in section of the embodiment of FIG. 7.

FIG. 9 is a perspective view in section of another component associated with the embodiment of FIG. 4.

FIG. 10 is an exterior perspective view of the embodiment of FIG. 9.

FIG. 11 is a perspective view of yet another structural component of the embodiment of FIG. 4.

FIG. 12 is a perspective view of a clutch member associated with the embodiment of FIG. 4.

FIG. 13 is a perspective view in section of the embodiment of FIG. 12.

FIG. 14 is a bushing structure associated with the clutch assembly of the embodiment of FIGS. 12 and 13.

FIG. 15 is a perspective view of another structural component associated with the embodiment of FIG. 4.

FIG. 16 is interior perspective view of the embodiment of FIG. 15.

FIG. 17 is a front plan view of a stabilizing rod associated with the embodiment of FIG. 4.

FIG. 18 is a perspective view in partial cutaway of the stabilizing rod including a connecting link attached thereto.

FIG. 19 is a top perspective view in partially assembled form of the embodiment of FIG. 18.

FIG. 20 is a connecting shaft associated with the embodiment of FIG. 4.

FIG. 21 is an alternate embodiment of a connecting shaft associated with the embodiment in FIG. 4.

FIG. 22 is a front plan view of a connector used to secure either or both the embodiments of FIGS. 20 and 21 to the seat assembly of the embodiment of FIG. 2.

FIG. 23 is a perspective view of one preferred embodiment of a portion of a platform to which the embodiment of FIGS. 1 or 2 is connected.

FIG. 24 is a perspective view of a mounting plate associated with the platform of the embodiment of FIG. 23.

FIG. 25 is an interior perspective view in section of the embodiment of FIG. 23.

FIG. 26 is a perspective view of yet another embodiment in the form of supporting pedestal of a platform for mounting the embodiment of FIGS. 1 or 2 on a vehicle.

FIG. 27 is an interior view in partial section of another preferred embodiment comprising a variation of a stabilization assembly and the inclusion of a seat mount assembly.

FIG. 28 is a perspective view of an operative component of the embodiment of FIG. 27.

FIG. 29 is an interior sectional view of the embodiment of 28.

FIG. 30 is a perspective view in at least partial section of an operative component of the embodiment of FIG. 27.

FIG. 31 is a perspective view in partial section of an operative component of the embodiment of FIG. 27.

Like reference numerals refer to like parts throughout the several views of the drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As shown in the accompanying drawings, the present invention is directed a safety seat assembly generally indicated as 10 in FIGS. 1 and 2. The safety seat assembly 10 includes a seat assembly 12 which may assume a variety of different structural configurations other that a true seat type structure. More specifically, the seat assembly 12 may be in the form of a variety of different occupant support structures. There fore dependent on its structural configuration, the set assembly or occupant support structure 12 is specifically intended to be removably secured to an occupant so as to support the occupant in either a sitting, partially inclined or fully inclined orientation. Also, the seat assembly 12 may include some type of restraining harness or apparatus generally indicated as 14, which also may vary in size, location, configuration, etc, dependent on the overall configuration and structure of the seat assembly or occupant support 12.

The seat assembly 12 is connected to an appropriate location on the vehicle such as, but not limited to, a water craft or other vehicle by means of a platform generally indicated as 16. The platform 16 may assume a variety of different structural embodiments as depicted in FIGS. 23-26. In a preferred embodiment of the present invention, such as when the safety seat assembly 10 is mounted on a marine craft, it is preferred that the platform 16 be fixedly secured to the marine craft and that the seat assembly 12 be securely connected to but easily removed from the platform, such as in the event of an emergency situation.

As demonstrated in FIG. 2, the seat assembly or like occupant support structure 12 also includes a floatation device 18 disposed on or within a supporting frame portion of the seat assembly 12. This floatation device 18 is included within the seat assembly 12 when it is intended to be mounted or used in combination with various types of marine craft. However, when the seat assembly 12 is designed to be used with other vehicles such as airplanes, land vehicles, etc, the floatation device 18 may or may not be included. In addition, when the seat assembly 12 is used on a marine craft, other structural features thereof include the provisions of a ballast structure generally indicated as 20 in FIG. 4. The floatation device 18 has a sufficient degree of buoyancy and is cooperatively disposed and structured with the ballast structure 20 to self-right or automatically dispose the occupant support structure 12 in an above the surface, floating position thereby assuring that an occupant will not remain submerged.

Other structural features particularly, but not exclusively, adaptable for use on the occupant support structure or seat assembly 12 associated with a marine craft include a signaling assembly. The signaling assembly includes one or more signaling structures or devices which may be used in combination or independently of one another. More specifically and with reference to FIGS. 1 and 2, at least one embodiment of the safety seat assembly 10 includes an illuminated beacon 15 mounted in any one of a plurality of appropriate locations on the occupant support structure 12 which best facilitates its visual observation. As such, in an emergency event, such as when the occupant support 12 is placed in the water and oriented so as to maintain the occupant in an above surface position, the beacon 15 is structured to be automatically or manually activated. When so activated, the beacon 15 produces highly visible light, such as by means of a strobe-light mechanism, which facilitates visual observation and location of the seat assembly 12 from a significant distance.

In addition to the beacon device 15 or as an alternative thereto, the signaling assembly may include an electronic transmitter 17 mounted on or connected to the, occupant support 12 in any one of a plurality of appropriate positions. Further, because of the marine environment, the transmitter 17 should be protected against exposure to the water, even if partially or completely submerged. As with the beacon 15, the transmitter 17 may be structured to be automatically and/or manually activated and tuned to transmit appropriate signals on an emergency or other predetermined band or wavelength. As a result, electronic tracking and determination of the location of the occupant support structure 12, when floating in a body of water, can be accurately and quickly achieved.

Yet another embodiment of the signaling assembly comprises a more simplistic approach and includes the seat assembly or occupant support structure 12 having a readily observable exterior surface treatment or finish. Moreover, the exterior surface of all or at least a portion of the occupant support 12 may be structured to demonstrate a fluorescent or other vibrant, easily observable color. Other surface treatments may include a reflective and/or highly polished surface which is responsive to light from the sun or other light sources. As such, marine craft, other vehicles in the general vicinity of the floating seat assembly 12 would have less trouble visually locating it thereby further facilitating a quick rescue of the occupant.

As generally demonstrated in FIGS. 1 and 2 and more specifically represented in FIGS. 3 and 4, another structural feature of the safety seat assembly 10 comprises the provision of a stabilizing assembly generally indicated as 22. The stabilizing assembly 22 includes a housing 24 having a surrounding or enclosing sidewall 26 which may include a plurality of vent openings or apertures 28. The vent apertures 29 are provided to allow the escape of air from certain interior portions of the housing 24 when the seat assembly 12 is placed in the water in the event of an emergency situation of a water craft. The venting of air from the interior of the housing 24 is accomplished to further facilitate the proper positioning of the seat assembly 12 and the occupant therein in an above surface, floating position.

With specific reference to FIG. 4, the operative components of the stabilization assembly 22 are shown in working, cooperative relation to one another. More specifically, the stabilization assembly 22 comprises an orientation portion generally indicated as 26 and preferably a shock absorber portion generally indicated as 28. The orientation portion 26 interconnects a remainder of the stabilization assembly 22 to the platform 16 and accordingly to the vehicle to which the platform 16 is fixedly secured. Interconnection between the orientation portion 26 and the platform 16 preferably occurs by means of a connecting shaft 30 or 30′, shown in detail in FIGS. 20 and 21.

The shock absorber portion 28 is interconnected to the occupant support or seat assembly 12 by a piston structure 32 also shown in detail in FIGS. 5 and 6. The piston 32 includes one or more receiving, internally threaded sockets 34 disposed and structured to receive appropriate connectors which serve to attach a frame portion of the seat assembly 12 directly to the piston 32. The piston 32 includes a stepped end portion generally indicated as 36 to facilitate connection to a biasing assembly generally indicated in FIG. 4 as 39. The biasing assembly 39 includes at least a first and second biasing element or spring 40 and 41 respectively, cooperatively disposed and independently engaging the stepped end portion 36 of the piston 32 so as to normally dispose it in a suspended position as demonstrated in FIG. 4. However the piston 32, by virtue of its interconnection to the biasing assembly 39, is allowed to move reciprocally into and out of an interior chamber 42 of the shock absorber portion 28, so as to absorb forces exerted on the occupant support structure 12.

Moreover, one preferred embodiment of the shock absorber portion 28 comprises an upper end cap 44, shown in detail in FIGS. 7 and 8 and a base or bottom cap structure 46, shown in detail in FIGS. 9 and 10. Collectively, the upper cap 44 and the base cap 46 are secured together to form the interior chamber 42 which is substantially fluid tight so as to restrict the escape of a shock-absorbing fluid such as, but not limited to oil or other fluid there from. Interconnection of the cap 44 and base 46 is preferably accomplished by a plurality of elongated bolts or like connectors 47 passing through appropriate apertures within an upper part of the housing 24 as also pictured in FIG. 3. The fluid tight sealing of interior chamber 42 is facilitated by an annular, ring-type gasket or seal member 49 and the o-type seal ring 49′ respectively disposed between the junction of the upper end cap 44 and base cap 46 and in sealing engagement with the exterior surface of the piston 32 about the periphery of an access opening 51.

As such, the piston 32, once being connected to the frame of the seat assembly or occupant support structure 12 is allowed to move reciprocally along its own longitudinal axis into and out of the interior chamber 42. As set forth above shock absorbing features include the provision of the biasing assembly 39 and the presence of the shock absorbing fluid maintained within the chamber 42. Such shock absorbing fluid may be added or removed from the chamber 42 by means of fill apertures 55 extending through an upper portion of the cap 44 as also demonstrated in FIG. 7. The remaining apertures 53 are disposed to receive the connecting bolts 47 there through, as set forth above. Appropriate closure plugs or like structures 57 are provided to close the fill apertures 55 when the shock absorber portion 28 is assembled and operative.

In at least one preferred embodiment of the present invention the piston 32, being connected to the seat assembly 12 is allowed the aforementioned shock absorbing reciprocal movement. However, in order to maintain a preferred, “predetermined orientation” of the occupant support structure 12 as well as the occupant, relative to the vehicle it is preferred that the piston 32 not be allowed to longitudinally rotate. Accordingly a dowel 59 may slidingly be received within an elongated channel 59′ of the piston 32, wherein the opposite end of the dowel 59 is fixedly secured to the base cap 46 as at 59″.

In a most preferred embodiment, the stabilization assembly 22 includes the orientation portion 26 in combination with the shock absorber portion 28 described above. As also described the orientation portion 26 is moveable with the vehicle, relative to a remainder of the stabilization assembly 22 generally and the shock absorber portion 28 and occupant support structure 12 specifically. Movement between the orientation portion 26 and the remainder of the stabilization assembly 22, is facilitated by a disposition of a rigid material liner or insert disposed between the shock absorber portion 28 and the orientation portion 26. The insert 48 is demonstrated in an assembled position in FIG. 4 and in detail in FIG. 11. The insert 48 is fixedly secured to a bottom or exterior surface of the base cap 46 and means of a plurality of connectors disposed within different ones of the receiving channels 52.

Further, the insert 48 is formed of a material having sufficient strength and durability to serve as a “race” on which a plurality of bearing members 54 may travel. The bearing members 54 can be considered part of a clutch assembly including clutch plate 56 (see FIGS. 12-14) moveable laterally or transversely relative to the longitudinal axis of the housing 24. In addition to the clutch plate 56 housing the bearing members 54, the clutch assembly further includes a clutch cover plate 58 also including bearing members 54′ which engage the outer or exterior surface of the clutch plate 56 as clearly shown in FIG. 4. The clutch cover plate 58, shown in detail in FIGS. 15 and 16 includes a centrally disposed opening or aperture 60 disposed in a generally aligned relation with a central aperture 60′ formed in the clutch plate 56. The aligned apertures 60 and 60′ are disposed and configured to receive passage there through of a stabilizing rod 62. The stabilizing rod 62 comprises at least one of the primary supporting connections between the orientation portion 26 and the platform 16 by virtue of its attachment with the connecting shaft 30 or 30′ as briefly described above.

With primary reference to FIGS. 4 and 17-19, the stabilizing rod 62 has connected thereto or formed thereon at least a portion of a coupling structure generally indicated as 64. The coupling structure 64 comprises a moveable coupling preferably including a ball member 66 and a socket portion 68. The socket portion 68 is formed in the undersurface of the base cap 46 associated with the shock absorber portion 28, as described above. It is of course to be understood that the recess or socket type configuration of the socket 68 substantially corresponds to the exterior, hemispherical surface of the ball member 66. The coupling structure 64 in cooperation with the clutch assembly, including the clutch plate 56 and the clutch cover plate 58, facilitates movement of the stabilizing rod 62 into any one or more of a plurality of different orientations. More specifically, the stabilizing rod 62 is allowed to freely move throughout a substantially “universal range” of orientations relative to the remainder of the stabilization assembly 22 generally and the shock absorber portion 28 and the seat assembly 12 specifically.

Such universal range of motion of the stabilizing rod 62 is further facilitated by the sliding, transversely directed travel of the clutch plate 56 relative to the clutch cover plate 58 as well as a remainder of the stabilization assembly 22. Further facilitating such universal range of movement is the provision of an annularly configured bushing 70 disposed within the central aperture 60′ of the clutch plate 56. The bushing 70 may be formed of Teflon™ or other material which does not prevent significant frictional resistance to the movement of the stabilizing rod 62 as it engages the interior peripheral surface 72 of the bushing 70.

Other structural features associated with the orientation portion 26 include the provision of a suspension assembly structured to allow the normal orientation of the stabilizing rod 62 in what may be referred to as a “neutral position” as depicted in solid lines in FIG. 4. The neutral position of the stabilizing rod 62 is accomplished when there is no unusual movement of the vehicle or other forces being applied to the seat assembly 12, such as during extreme weather conditions of a marine craft or during unusual maneuvering of the marine craft or other vehicle as described in detail above.

Moreover, the biasing structure is generally indicated as 76 and comprises a biasing spring or like structure and/or a plurality of biasing segments 78. As disclosed in FIG. 19 the biasing structure 76 movably interconnects the stabilizing rod 62 to a remainder of the orientation portion 26. The suspension assembly further includes a connecting link 80 which, as shown in FIG. 18, passes transversely through the stabilizing rod 62. To accomplish interconnection between the connecting link 80 and the stabilizing rod 62, an elongated, multi-sided channel 82 is formed in a portion of the stabilizing rod 62. The connecting link 80 is correspondingly configured to pass through the channel 82 and extend outwardly from both sides thereof. Further the opposite ends or extremities 80′ of the connecting link 80 are disposed and structured, when in a proper orientation, to engage corresponding portions of the one or more biasing spring segments 78.

Oppositely disposed spaced apart end portions of the one or more biasing springs 78 are secured to mounting posts 84 formed on and extending outwardly from the undersurface of the clutch cover plate 58 as clearly shown in both FIGS. 4, 15-16 and 19. Accordingly, the biasing structure 76 assumes a substantially multi-sided configuration disposed in surrounding relation to the stabilizing rod 62. Further, the biasing structure 76 is disposed and structured in cooperation with the connecting link 80, transversely secured to the stabilizing rod 62, to maintain the stabilizing rod 62 normally in the neutral position of FIG. 4.

However upon movement of the vehicle, to which the platform 16 is attached, in a manner which would provide displacing forces being exerted on the occupant and the seat assembly 12, the stabilizing rod 62 will move, relative to the seat assembly, into any of the one or more of the plurality of orientations throughout the aforementioned universal range of orientations as indicated schematically in phantom lines in FIG. 4. Therefore, while the stabilizing rod 62 and attached connecting shaft 30 or 30′ are structured and secured to move with the vehicle relative to the remainder of the stabilization assembly 22 and occupant support structure 12, the occupant and occupant support structure 12 will be maintained in the aforementioned and preferred “predetermined orientation” or “upright position”, regardless of the orientation of the vehicle. Naturally, the universal range of movement of the stabilizing rod 62 is limited within certain parameters. In at least one preferred embodiment, the stabilizing rod 62 may move outwardly into any of the aforementioned universal range of orientations through and up to an angular position of approximately 30 degrees from the neutral position of stabilizing rod 62 as schematically represented by the directional arrow 62′.

Yet additional features associated with the orientation portion 26 include the provision of a moveable or flexible material cover such as bellows 86. The bellows 86 is secured about an outer surface of the stabilizing rod 62 by an appropriate connector or clamp 88 and about an exterior portion of the clutch cover plate 58 as at 88′. The provision of the flexible material cover or bellows 86 allows for at least partial filling of a lubricating fluid within the interior of the bellows 86 so as to further facilitate movement of the stabilizing rod throughout the afore mentioned universal range of orientation as set forth above.

As described above, the stabilization assembly 22 is interconnected to any one of a plurality of different platforms 16, 16′ and/or 16″ disclosed in FIGS. 23-26. Accordingly, one of the connecting shafts 30 or 30′ includes one end as at 33 and or 33′ attachable directly to a corresponding end 63 of the stabilizing rod 62. The opposite end as at 35 and 35′, is designed to be received within a receiving channel 39 and/or 39′ of one of the platforms 16′ and/or 16″. By virtue of the elongated multi-sided ends 35 or 35′ being disposed in the interior of the receiving channels 39 of a respective platform 16′ and 16″, a firm, secure attachment is thereby accomplished. However a spring bias connecting assembly 90 cooperates with one or more recessed portions 92 to facilitate quick and easy removal of the respective connecting shafts 30 and 30′ from the platform 16′ or 16″. Such quick removal may be required in case of extreme emergency situations such as when the seat assembly 12, as well as the stabilization assembly 22, need be taken off the marine craft or removed from the other vehicle with which the safety seat assembly 10 of the present invention is utilized. As demonstrated in FIGS. 23-25, the platform 16′ is disposed to be secured to a mounting plate as at 96 such that portion of the vehicle, such as a fiberglass deck or like segment thereof, is sandwiched there between. Appropriate apertures are provided as at 98 and 98′ to receive through bolts or other appropriate connectors.

As will be noted from a review of FIG. 21, connecting shaft 30 assumes a right angled configuration which facilitates mounting of the stabilization assembly 22 to the vehicle or appropriate platform 16 in an off-center or radially outward extending orientation. To the contrary, FIG. 20 shows an elongated linearly configured connecting shaft 30′ wherein the stabilization assembly 22 and a platform 16 and/or 16′, 16″ are mounted in substantially coaxial relation to one another. The connecting shafts 30 and 30′ may be initially disposed and/or stored within the frame or other appropriate portion of the seat assembly 12 as indicated in FIG. 2 and be removably attached in such a stored position by virtue of a pin-like connector 99 generally indicated in FIG. 2.

With primary reference to FIGS. 27 through 31, yet another preferred embodiment of the safety seat assembly of the present invention comprises a structural modification of the stabilization assembly which is generally indicated as 100. It is emphasized that this additional preferred embodiment of stabilization 100 facilitates a removal of the seat assembly 12 from the platform 16, as well as movement of the seat assembly and an occupant removably restrained therein, throughout a substantially limited universal range of movement relative to the vehicle to which the seat assembly 12 is connected. More specifically, and as set forth above, the substantially limited, universal range of movement is intended to comprise an outwardly, angularly disposed limit of generally about 30 degrees from a normal upright or predetermined neutral position, as described in detail above.

Accordingly, the stabilization assembly 100 comprises a seat mount assembly 102 to which the seat assembly 12 is connected. Physical connection or attachment of the seat assembly 12 and the stabilization assembly may be accomplished in a manner which is substantially equivalent or at least similar to the means of connection of the seat assembly 12 to the stabilization assembly 22 as described above. In addition, a remaining portion of the stabilization assembly 100 comprises an orientation portion 104 which is fixedly secured to the platform 16 and movable therewith. The stabilization assembly 100 also incorporates a coupling structure generally indicated as 106 and more specifically comprising a ball 66′ and a socket 68′ collectively and at least partially defining a movable coupling.

The ball 68′ is fixedly secured to a stabilizing member 62′ which is a structural modification of the stabilizing rod 62 in the above described embodiment of FIG. 4. Moreover, the ball 66′ is fixedly secured to one end of the stabilizing member 62′ and is disposed at least partially within and movable relative to the correspondingly and cooperatively configured socket 68′. The socket 68′ is connected to or formed on or within a mounting platform 108 of the seat mount assembly 102 which is interconnected to the seat assembly 12, as described above. In addition, a retaining ring or like member 110 serves to maintain the ball 66′ within the socket 68′ in a movable, operative position as represented in FIG. 27. The seat mount assembly 102 further comprises an outer casing 112 which is disposed and structured to at least partially retain and/or house the various components of the seat mount assembly 102.

Another feature of the seat mount assembly 102 as at least partially defined by a specific structural configuration of the casing 112 is the ability of the entire seat mount assembly 102 to move relative to a remaining portion of the stabilization 100. As set forth above, the remaining portion of the stabilization assembly 100 includes, but is not necessarily limited to, the orientation portion 104. As also indicated above, movement of the seat mount assembly 102 relative to the platform 16 and a remaining portion of the stabilization assembly occurs throughout a substantially limited, universal range of movement. As such, the seat assembly 12, being interconnected to the seat mount assembly 102 also moves throughout a substantially limited, universal range of movement relative to the remaining portion of the stabilization assembly 100, including the orientation portion 104 and platform 16, as well as the vehicle to which the platform 16′ is attached. Such substantially limited, universal range of movement is facilitated not only by the coupling structure 106, including the ball and socket 66′ and 68′ respectively, but also by the cooperative structuring and configuration of a junction portion 114 between the seat mount assembly 102 and the remaining portion of the stabilization assembly, as will be described in greater detailed hereinafter.

The orientation portion 104 comprises a base 116 secured to the platform 16′ so as to maintain an at least partially fixed relation therebetween. With primary reference to FIGS. 28 through 31, the base 116 includes an elongated support spindle 118 fixedly connected thereto and extending outwardly therefrom as represented in FIG. 30. In addition, an outer housing or shell 120 includes an elongated finger or like member 121 having a substantially hollow interior as at 121′ along the entire or at least a majority of the length thereof as clearly represented in FIG. 29. One end of the shell finger 121 includes an enclosing base 122 having a cooperatively shape interior 122′ which serves to at least partially enclose a portion of the base 116 as represented in FIG. 27. In addition, the elongated member 121 includes an opening or aperture 123.

With further reference to FIGS. 27 and 31, the stabilizing member 62′ is secured to the ball 66′ defining the movable ball and socket coupling structure 106 as set forth above. Further, the stabilizing member 62′ includes a hollow interior 62″ extending along at least the majority its length. As indicated above, cooperative dimensioning, configuring and overall structuring of the various operative components of the stabilization assembly 100 and in particular orientation portion 104 facilitate quick and easy removable of the seat assembly 12′ from a supported position on the platform 16.

More specifically, when assembled in the operative orientation of FIG. 27, the base 116 is secured to the platform 16. The finger member 121 of the shell 120 includes open or at least partially hollow interior portions 121′ and 122′ cooperatively dimensioned and configured to fit in surrounding relation to the spindle 118 and the base 116. In addition, the interior 121′ of the elongated member 121, as well as the dimensioning of the aperture 123 facilitates placement of the stabilizing member 62′ within the interior 121′ while the support spindle 118 fits within the interior 62″ of the stabilizing member 62′. As such, the ball 66′ of the coupling structure 106 is operatively positioned and maintained within the socket 68′ so as to at least partially define the aforementioned movable coupling structure 106. It should be apparent therefore that the coupling structure 106 facilitates the aforementioned substantially limited, universal range of movement of the seat mount assembly 102 relative to a remaining portion of the stabilization assembly 100 which is at least partially defined by the orientation portion 104. As such, when an extreme movement of the vehicle occurs, as set forth above, relative movement throughout the aforementioned substantially limited universal range of movement, can occur between the seat mount assembly 102, as well as the seat assembly to which it is attached, and the platform 16, and the orientation portion 104.

Additional features of the stabilization assembly 100 include a shock absorbing mechanism generally indicated as 130. The shock absorbing mechanism 130 includes at least one biasing member such as, but not limited to, a biasing spring 132 disposed in surrounding relation to a shock absorbing mount retainer 134. The retainer 134 includes an upper outwardly extending substantially annular and peripherally located flange 135 having an undercut portion 136 disposed, configured and structured to engage and at least partially retain one end of the biasing spring 132. The opposite end thereof is maintain on or about the base 122 of the shell portion 120 which surrounds and at least partially houses the stabilization member 62′ therein. Disposition of the biasing spring 132 serves to substantially bias the retainer 134 into cooperative relation with the under portion of the casing 112 of the seat mount assembly 102. As such, the aforementioned junction 114 is formed therebetween.

The junction portion 114 is at least partially defined by correspondingly disposed portions including cooperatively configured and dimensioned surfaces 140 and 141 of the upper end or flange portion 135 of the retainer 134 and the bottom or floor portion 112′ of the housing or casing 112. Further, correspondingly disposed and cooperatively structured surfaces 140 and 141 may have cooperatively curved surface configurations which facilitate the aforementioned substantially limited, universal range of movement of the seat mount assembly 102 relative to a remaining portion of the stabilization assembly 100. In this instance it should be apparent that the substantially limited, universal range of movement is facilitated by the cooperative structuring and configuring of the corresponding surfaces 140 and 141 which prevent obstructive interference between the seat mount assembly 102 and the shock absorbing mechanism 130 which may also be considered a remaining portion of the stabilization assembly 100.

In addition to the above, the shock absorbing mechanism 130, specifically including the biasing spring 132 allows reciprocal movement and therefore provides a shock absorbing capability to the seat mount assembly 102. As is apparent in the representation of FIG. 27, disposition of the biasing spring 132 is such as to bias the retainer 134 into engagement with and/or towards the casing 112, at the junction portion 114. Accordingly, the stabilization member 62′, being retained on or connected to the seat mount assembly 102 by the ring 110 retaining the ball 66′, will reciprocate with the seat mount assembly 102, within the interior 121′ of the housing 120 and against the biasing force of the biasing spring 132 as the stabilization member 62′ passes through the interior 121′ and opening 123. Reciprocating motion of both the stabilization member 62′ and the seat mount assembly 102 is schematically indicated by directional arrow 150, which is also intended to represent a shock absorbing action performed thereon.

Further cooperation of the various operative components of the stabilization assembly 100 is evident by the fact that the interior 62″ of the stabilization member 62′ is sufficiently dimensioned and configured to receive the support spindle 118 therein. The relative disposition and removable mounting of the stabilization member 62′ in surrounding relation to the support spindle 118 thereby facilitates the quick and easy ability to remove the seat assembly 12 and the seat mount assembly 102 from the platform 16, as well as the orientation portion 104 and the shock absorbing mechanism 130, by merely lifting or pulling the seat assembly outwardly and away from the platform 16. Such outwardly directed pulling force will facilitate removal of the stabilizing member 62′ from the interior 121′ of the casing 120 and off the interiorly disposed support spindle 118. Such a pulling force is schematically indicated by the directional arrow 152.

It is emphasized that even with the ease and quickness with which the seat assembly 12 and seat mount assembly 102 may be separated from the stabilization assembly 100 and removed from the platform 16, the seat assembly 12 and the seat mount assembly 102 will be mounted on and/or interconnected to the platform 16 in a stable and operative manner. Accordingly, inadvertent removal of the seat assembly 12, as well as any occupant therein, from a remaining portion of the stabilization 100 is effectively eliminated.

Since many modifications, variations and changes in detail can be made to the described preferred embodiment of the invention, it is intended that all matters in the foregoing description and shown in the accompanying drawings be interpreted as illustrative and not in a limiting sense. Thus, the scope of the invention should be determined by the appended claims and their legal equivalents.

Now that the invention has been described,

Claims

1. An assembly for safely supporting an occupant on a vehicle, said assembly comprising: a) a seat assembly removably secured to the occupant and structured to position the occupant in a predetermined orientation relative to the vehicle, b) a platform mounted on the vehicle and interconnected in supporting relation to said seat assembly, c) a stabilization assembly removably interconnecting said seat assembly to said platform, d) said stabilization assembly comprising a seat mount assembly connected to and movable with said seat assembly, e) a coupling structure movably interconnecting said seat mount assembly to a remaining portion of said stabilization assembly, and f) said coupling structure disposed and configured to facilitate movement of said seat mount assembly throughout a substantially limited universal range of movement relative to said remaining portion of said stabilization assembly.

2. An assembly as recited in claim 1 wherein said seat mount assembly is removably interconnected to said platform.

3. An assembly as recited in claim 2 wherein said remaining portion of said stabilization assembly comprises an orientation portion movable relative to said seat mount assembly in response to movement of the vehicle during travel of the vehicle.

4. An assembly as recited in claim 3 wherein said coupling structure comprises a ball and socket.

5. An assembly as recited in claim 4 wherein said ball and socket of said coupling structure are respectively connected to said orientation portion and said seat mount assembly.

6. An assembly as recited in claim 5 wherein correspondingly positioned portions of said seat mount assembly and said orientation portion are cooperatively configured and structured to facilitate movement of said seat mount assembly throughout said substantially limited universal range of movement relative to said orientation portion.

7. An assembly as recited in claim 3 wherein correspondingly positioned portions of said seat mount assembly and said orientation portion are cooperatively configured and structured to facilitate movement of said seat mount assembly throughout said substantially limited universal range of movement relative to said orientation portion.

8. An assembly as recited in claim 3 wherein said orientation portion comprises a stabilization member removably secured to said platform and movable with said platform relative to said seat mount assembly.

9. An assembly as recited in claim 8 wherein said orientation portion comprises a support spindle fixedly connected to said platform and movable therewith relative to said seat mount assembly.

10. An assembly as recited in claim 9 wherein said stabilization member is removably connected to said support spindle.

11. An assembly as recited in claim 10 wherein said coupling structure comprises a ball and a socket.

12. An assembly as recited in claim 11 wherein said ball is fixedly secured to said stabilization member and said socket is connected to said seat mount assembly.

13. An assembly as recited in claim 9 wherein said stabilization assembly further comprises a shock absorbing mechanism connected to said orientation portion and disposed in biasing relation to said seat mount assembly.

14. An assembly as recited in claim 13 wherein said shock absorbing mechanism comprises a biasing spring disposed in at least partially surrounding relation to said orientation portion.

15. An assembly as recited in claim 14 wherein said shock absorbing mechanism comprises a retainer connected to said biasing spring.

16. An assembly as recited in claim 15 wherein said retainer and said biasing spring are disposed in surrounding relation to said stabilizing member and said support spindle.

17. An assembly as recited in claim 16 wherein said stabilizing member comprises an elongated, at least partially hollow shaft dimensioned and configured to removably receive said support spindle therein.

18. An assembly as recited in claim 3 wherein said stabilization assembly further comprises a shock absorbing mechanism connected to said orientation portion and disposed in biasing relation to said seat mount assembly.

19. An assembly as recited in claim 18 wherein said shock absorbing mechanism comprises a biasing spring disposed in at least partially surrounding relation to said orientation.

20. An assembly as recited in claim 19 wherein said shock absorbing mechanism comprises a retainer connected to said biasing spring, said biasing spring disposed to bias said retainer into biasing relation with said seat mount assembly.

21. An assembly as recited in claim 20 wherein correspondingly positioned portions of said seat mount assembly and said retainer are cooperatively configured and structured to define a junction portion there between, said junction portion structured to facilitate movement of said seat mount assembly throughout said substantially limited universal range of movement relative to said orientation portion.

22. An assembly as recited in claim 18 wherein said coupling structure is configured to facilitate movement of said seat mount assembly throughout said substantially limited universal range of movement relative to said shock absorber mechanism.

23. An assembly as recited in claim 22 wherein said substantially limited universal range of movement comprises an outwardly, angularly disposed limit of generally about 30 degrees from a predetermined neutral position.

24. An assembly as recited in claim 1 wherein said substantially limited universal range of movement comprises an outwardly, angularly disposed limit of generally about 30 degrees from a predetermined neutral position.