Sprung multipoint mounting for vehicle seat with elastomer spring element

Information

  • Patent Grant
  • 8783666
  • Patent Number
    8,783,666
  • Date Filed
    Monday, September 12, 2011
    13 years ago
  • Date Issued
    Tuesday, July 22, 2014
    10 years ago
  • Inventors
  • Original Assignees
  • Examiners
    • Williams; Thomas J
    Agents
    • Lathrop & Gage LLP
Abstract
The invention concerns a vehicle oscillation device (1) comprising a sprung multipoint mounting (4) arranged between a vehicle seat (2) or driver's cab and a base element (3) of a vehicle arranged below and suitable for rotative springing and/or damping of the vehicle seat (2) and/or driver's cab in relation to the base element (3), wherein the sprung multipoint mounting (4) is formed of several pieces and comprises at least one fluid spring element and/or fluid damping element (5) and at least one elastomer spring element (6).
Description
CROSS REFERENCE TO RELATED APPLICATION

This application claims the benefit of priority from German Patent Application No. 10 2010 045 115.0, filed on Sep. 13, 2010, and German Patent Application No. 10 2010 054 752.2, filed Dec. 15, 2010, which are hereby incorporated by reference in their entireties.


DESCRIPTION

The invention concerns a vehicle oscillation device comprising a sprung multipoint mounting arranged between a vehicle seat or a driver's cab and a base element of a vehicle arranged below, and suitable for rotative springing and/or damping of the vehicle seat and/or driver's cab in relation to the base element.


Passengers and in particular drivers often find themselves in their seats inside the vehicle for several hours with only short breaks. To make this multi-hour seating as comfortable as possible, vehicle seats usually have spring and/or damper systems which are suitable for absorbing or damping out vertical impulses. Such springing systems are often also designed height-adjustable so that the seat height can be adapted to the size and seating habits of the driver or passenger.


In particular in the professional sector, very well sprung vehicle seats are required as the drivers must often sit on such a vehicle seat and work for several hours each day, for many days in succession. Drivers of buses, trains, trucks, tractors, construction vehicles, vehicles from the mining sector and similar, sometimes also ships and aircrafts, in particular are exposed to such stresses. In these professional applications, not only comfort but also working safety plays an important role. In particular the prevention of long-term physical injury to the driver is increasingly recognised as an important quality feature for vehicle seats. A pleasant seating sensation and adequate damping are essential for this.


Usually systems for springing and/or damping the vehicle seat are formed of several parts in order to guarantee the best possible springing and/or damping. Since the start of vehicle construction, systems have been used for springing and/or damping the wheels and/or wheel suspension, for example in the form of gas-filled tyres and/or struts (shock absorbers). In particular for professional applications in buses, railways, trucks, tractors, construction vehicles etc., systems for springing the vehicle seat are also state of the art. Where applicable in addition, springing of entire vehicle parts such as for example the vehicle driver's cab, is also increasingly common.


While the purpose of such springing and damping was initially the springing or damping of vertical movements, increasingly systems are used which are able to absorb and/or damp out movements in the longitudinal and/or transverse direction of the vehicle.


Thus for example DE 10 2005 028 725 A1 discloses a vehicle seat suspension with an omnidirectional buffer element. This buffer element is arranged mobile in all horizontal directions in the centre of a base element of the vehicle seat. It is connected with the base via a multiplicity of suspension elements, and is sprung-mobile in relation thereto.


Publication DE 35 17 345 C2 discloses a springing device with a resilient coil tension spring. The coil tension spring is arranged between stationary suspension elements and is not deformed in its longitudinal direction. The deformation occurs transverse to the alignment of the coil tension spring through two opposite curved elements, the curvature of which extends over several windings of the coil tension spring. On deflection of these elements the coil tension spring is compressed and deformed. With such an arrangement it is possible to achieve non-linear dependencies of the spring force, wherein this non-linear spring force is not specified exclusively by the spring constant of the coil tension spring but also can be influenced by the curved elements to deform the coil tension spring.


In particular in vehicles with a high seating position and a great distance of the seat from one of the axles, amplified impulses occur, such as for example in tractors in which the vehicle seat is usually arranged very high above the rear axle and far removed from the front axle. When the front axle passes over a pothole, strong rotative impulses occur. When the rear axle drops into the pothole, the vehicle floor is lowered which leads to a vertical impulse on the vehicle seat. The lowering of the front axle into the pothole however causes a rotation of the vehicle longitudinal axis about the rear axle by a few degrees. This rotation has a particularly strong effect on objects for remote from the rotation axis. In particular on such a rotation the driver's head accelerates rapidly and moves forward in a radial direction about the rotation axis. Corresponding accelerations can also occur in the radially opposed direction, for example when driving over a kerbing edge.


Such acceleration forces can only be absorbed by means of springing and damping systems which work multi-dimensionally. Such a system should be able to absorb and/or damp out both vertical and horizontal elements of the rotative acceleration and also rotational movements. For example a tilting of the vehicle seat and/or driver's cab in relation to the base element is required for this.


The object of the present invention is therefore to provide a vehicle oscillation device with a sprung multipoint mounting between a vehicle seat or driver's cab and a base element of a vehicle arranged below which is suitable for rotative springing and/or damping of the vehicle seat and/or driver's cab in relation to the base element.


This object is achieved by means of a vehicle oscillation device which has the features of claim 1.


An essential object of the invention is a vehicle oscillation device which comprises a sprung multipoint mounting arranged between a vehicle seat or a driver's cab and a base element of a vehicle arranged below, and which is suitable for rotative springing and/or damping of the vehicle seat and/or driver's cab in relation to the base element, wherein the sprung multipoint mounting is formed of several pieces and comprises at least one elastomer spring element.


Preferably a vehicle oscillation device comprises a sprung multipoint mounting which additionally comprises at least one fluid spring element and/or a fluid damper element (5).


Such a vehicle oscillation device allows in a spacesaving manner a multi-dimensional sprung mounting of a vehicle seat or driver's cab in relation to a base element of a vehicle such that it is suitable for rotative springing and/or damping of the vehicle seat or driver's cab in relation to the base element. The multipiece design allows to combine various springing and/or damping elements within the vehicle oscillation device such that the required springing and/or damping characteristic is achieved.


In a preferred embodiment the fluid spring element is an air spring and/or the fluid damping element is an air bearing. Evidently all other suitable fluids can also be used. In particular e.g. nitrogen can be used as a gas, or oil as a liquid. The comparatively low space requirement and spring force independent of the spring travel are great advantages of such a device. It is also possible to combine the spring and damping mechanism in one element.


In a further preferred embodiment the elastomer spring element is formed such that it is suitable to cushion/absorb/damp both rotative and vertical and/or horizontal movements of the vehicle seat or driver's cab. Thus it is possible that such an elastomer spring element completely replaces conventional spring elements and no further springing and/or damping of the vehicle seat and/or driver's cab in relation to the base element is required. Thus also three-dimensional translational or omnidirectional impulses can be absorbed and such impulses damped out.


Preferably the elastomer spring element in at least one dimension has a cross section which at least in portions has substantially the form of a triangle spanned by two legs, wherein the legs of this triangle run obliquely in relation to a vertical connection between the base element and a underside of the vehicle seat or driver's cab and comprise a material which has elastic properties. The angle at which the legs of the triangle stand in relation to the vertical connection between the base element and the underside of the vehicle seat or driver's cab can be selected variably according to requirements. Different angles can be used to achieve different spring characteristics. The spring travel can also be varied by the choice of angle and the length of the legs.


The legs of these triangles consist of elastomer. The material can be selected according to special requirements. Depending on material selected, harder or softer spring characteristics can be set. The space lying between the triangle legs and the base of the triangle is preferably not filled with an elastomer. Thus in this area there is space into which the triangle legs can be deformed when an impulse to be absorbed occurs.


In the choice of geometry it is also possible for the triangle legs not to be arranged symmetrically in relation to the vertical connection between the base element and the underside of the vehicle seat or driver's cab. By varying the angle in different directions or by the formation of non-isosceles triangles, the spring characteristics can be influenced direction-dependent. Thus for example would be conceivable to damp out movements of the vehicle seat or driver's cab in the driving direction more strongly than movements in the opposite direction of the driving direction. It is also possible to change the angle as a function of the positioning below the vehicle seat or driver's cab. Thus for example a stronger springing force can be achieved in the vicinity of the centre of the underside of the vehicle seat or driver's cab and a weaker springing force in the edge areas. Evidently all conceivable distributions of spring force over the underside of the vehicle seat and/or driver's cab are possible. Thus e.g. a greater spring force is possible in the outer areas in comparison with the spring force applied near the centre.


The spring force however can be varied not only by different angles of the triangle legs in relation to the vertical connection between the base element and the underside of the vehicle seat or driver's cab. It is also possible to select the materials of the individual legs differently. Where applicable, combinations of different materials which may differ in their springing properties within a leg are also possible. Evidently it is also possible to adapt the material thickness of the triangle legs in various areas to the spring strength desired and required there.


It is also possible to combine into larger units several e.g. two of the above elastomer spring elements with a triangular cross section at least in one dimension. In a preferred embodiment the elastomer spring element therefore in at least one dimension has a cross section which at least in portions has substantially the form of the letter W, wherein at least one leg of this W-shaped elastomer spring element is arranged obliquely in relation to a vertical connection between the base element and a underside of the vehicle seat or driver's cab, and comprises a material with elastic properties.


With such an embodiment of the elastomer spring element it is possible, in a single one of these elements, to adapt the spring characteristics further to requirements and by a combination of legs with different spring strength achieve a more precise distribution of spring force over the underside of the vehicle seat or driver's cab.


In principle it is possible to position the elastomer spring elements in any orientation. This orientation is determined solely by the desired springing and/or damping of the vehicle seat or driver's cab. It has however been found that in particular orientations are favourable in which the elastomer spring element is arranged substantially parallel to a plane spanned by the vehicle longitudinal axis and a vertical.


In a preferred embodiment therefore the elastomer spring element is arranged substantially parallel to a plane spanned by a vehicle longitudinal axis or vehicle transverse axis and a vertical. By the variant of the arrangement along the vehicle longitudinal axis, the particularly frequent rotative impulses, namely those occurring by raising or lowering one of the vehicle axles in relation to the other vehicle axle, can be absorbed and/or damped out. In the variant of the elastomer spring element arranged in the vehicle transverse direction, lateral rotative impulses which also frequently occur at the vehicle seat or driver's cab can also be adequately absorbed and/or damped out. Such rotative impulses in the transverse direction of the vehicle for example occur if only one wheel of an axle enters a dip such as for example a pothole. In particular on very high seating positions such as for example in tractors, it is necessary to absorb and/or damp out these rotative impulses in the transverse direction of the vehicle efficiently. For reasons of weight saving and/or restricted space available, it is possible to combine in a single component elastomer spring elements for springing and/or damping rotative impulses in both directions described above. In a preferred embodiment the elastomer spring elements are formed as a cone. These can also efficiently absorb and/or damp out impulses in other directions as well as the vehicle longitudinal axis and vehicle transverse axis. This achieves a more even springing and/or damping even on impulses, the direction vector of which is a compilation of vectors in the direction of the vehicle longitudinal axis and vectors in the direction of the vehicle transverse axis. This is also possible with spherical or oval elastomer spring elements. The term “oval” here designates elastomer spring elements which have an oval cross section in at least one cross section direction. These spherical or oval elastomer spring elements are also suitable for three-dimensional translational or omnidirectional springing and/or damping and therefore constitute preferred embodiments of the invention.


In a further preferred embodiment the sprung multipoint mounting has a multiplicity of, preferably three or four, physically separate elastomer spring elements. These are distributed in a suitable manner along the underside of the vehicle seat or driver's cab so that the adequate spring force acts everywhere on the underside. As already described above, for reasons of weight saving it is sensible to limit the number of elastomer spring elements. In practice a quantity of three or four elastomer spring elements has proved particularly advantageous. These are preferably distributed in the form of a triangle or square over the underside of the vehicle seat or driver's cab such that an even distribution of spring forces is achieved. For vehicle seats, but in particular for larger objects to be sprung such as a driver's cab, it is however evident that the use of more than four elastomer spring elements is also possible.


Also it is advantageous that the sprung multipoint mounting has a multiplicity of, preferably 2, 3 or 4, physically separate fluid spring elements and/or fluid damping elements. Like the elastomer spring elements, these are distributed in a suitable manner over the underside of the vehicle seat or driver's cab so that adequate spring force and/or damping acts on everywhere the underside. This distribution can evidently deviate from the distribution of the elastomer spring elements. 2, 3 or 4 fluid spring elements and/or fluid damping elements have proved particularly advantageous as this number guarantees adequate springing and/or damping without overcomplicating the design and increasing the weight.


In a particular embodiment here a fluid spring element and/or fluid damping element is further removed from a centre of the underside of the vehicle seat or driver's cab than an elastomer spring element. As a result it is possible to arrange a fluid spring element and/or fluid damping element for example on the front and rear edges—in the vehicle longitudinal direction—of the underside of the vehicle seat or driver's cab, whereby a particularly good springing and/or damping occurs of the rotative impulses which occur most frequently, namely the above-mentioned rotative impulses which occur due to a raising or lowering of one of the vehicle axles in relation to the other vehicle axis. To absorb and/or damp out also lateral impulses, two separate fluid spring elements and/or fluid damping elements can be arranged for example on the front or rear edge of the underside of the vehicle seat or driver's cab (3-point mounting). It is furthermore also possible to achieve the springing and/or damping by two separate fluid spring elements and/or fluid damping elements on the edge opposite this edge (4-point mounting).


In a particular embodiment the springing and/or damping properties of a fluid spring element and/or fluid damping element can be adapted to allow an active tilt compensation of the vehicle seat and/or driver's cab. This active tilt compensation allows, on severe tilting of the vehicle seat and/or driver's cab, an increase of the pressure acting on certain fluid spring elements and/or fluid damping elements and thus to achieve a levelling of the vehicle seat or driver's cab. This is particularly useful if tiltings are sustained over a longer periods, as is the case for example on long hill climbs, in mining or in particular applications in agriculture (e.g. viticulture). By means of this tilt compensation, the driver's seating position can be balanced according to the incline of the vehicle. Thus it is possible for the driver to sit almost vertically even if the vehicle chassis is tilted because of steep gradients, for example in vineyards. This is advantageous in particular for applications for rotative springing and/or damping of the driver's cab in relation to the base element, as here too the control elements undergo the same tilt compensation as the driver's seat and thus the control elements remain in the working reach of the driver.


Further advantages, objectives and properties of the present invention are explained below with reference to the following description of the figures which show as an example a vehicle oscillation device according to the invention which comprises a sprung multipoint mounting arranged between a vehicle seat or a driver's cab and a base element of a vehicle arranged below, and designed for rotative springing and/or damping of the vehicle seat and/or driver's cab in relation to the base element, wherein the sprung multipoint mounting is formed of several pieces and comprises at least one fluid spring element and/or fluid damping element and at least one elastomer spring element. Components of the vehicle oscillation device in the figures which at least substantially correspond in their function may be identified here with the same reference numerals, wherein these components need not be referenced or explained in all figures.





The figures show:



FIG. 1 a side view of a vehicle oscillation device for rotative springing and/or damping of the vehicle seat in rest position;



FIG. 2 a side view of a vehicle oscillation device for rotative springing and/or damping of the vehicle seat in a first deflected position;



FIG. 3 a further side view of a vehicle oscillation device for rotative springing and/or damping of the vehicle seat in rest position;



FIG. 4 a side view of a vehicle oscillation device for rotative springing and/or damping of the vehicle seat in a second deflected position;



FIG. 5 a top view of a possible arrangement of elastomer spring elements and fluid spring elements and/or fluid damping elements within a vehicle oscillation device for rotative springing and/or damping of the vehicle seat;



FIG. 6 a rear view of a vehicle seat with fluid spring elements and/or fluid damping elements; and



FIG. 7 a detailed depiction of a substantially W-shaped elastomer spring element.






FIG. 1 shows a side view of a vehicle oscillation device 1 for rotative springing and/or damping of the vehicle seat 2 in a rest position. The vehicle oscillation device 1 shown is arranged between a vehicle seat 2 and a base element 3 of a vehicle arranged below this. It comprises a sprung multipoint mounting 4 comprising fluid spring and/or fluid damping elements 5 and elastomer spring elements 6. As evident from the figure, the fluid spring and/or fluid damping elements 5 are preferably arranged in the region of the front edge 9 and rear edge 10—in the vehicle longitudinal direction 7—of the underside 8 of the vehicle seat 2. The elastomer spring elements 6 are arranged in the region between the fluid spring and/or fluid damping elements 5 but can also be arranged offset to these. In the example shown (each) two triangular elastomer spring elements 6 are combined into one approximately W-shaped elastomer spring element 6. These W-shaped elastomer spring elements 6 are spaced apart, distributed along the underside 8 of the vehicle seat 2.



FIG. 2 shows a side view of a vehicle oscillation device 1 for rotative springing and/or damping of the vehicle seat 2 in a first deflected position. Such a situation occurs for example when climbing hills or driving over an obstacle (e.g. stone, kerbing edge etc.). The base element 3 of the vehicle follows the movement caused by the unevenness of the ground. The vehicle seat 2 remains however largely in its substantially vertical rest position. This results from deformation of the elements of the vehicle oscillation device 1. Elastomer spring elements 11 in the front area of the underside 8 of the vehicle seat 2 are compressed and the distance between the underside 8 of the vehicle seat 2 and the base element 3 of the vehicle is reduced. To illustrate the situation, in this figure no fluid spring and/or fluid damping element 5 is shown in the region of the front edge 9 of the underside 8 of the vehicle seat 2. The elastomer spring elements 12 in the rear area of the underside 8 of the vehicle seat 2 are however expanded and the distance between the underside 8 of the vehicle seat 2 and base element 3 of the vehicle is increased. The fluid spring and/or fluid damping element 13 arranged in the rear edge area 10 also expands.



FIG. 3 shows a side view of a vehicle oscillation device 1 for rotative springing and/or damping of the vehicle seat 2 in rest position. As in FIG. 2, for clearer depiction of the front elastomer spring element 6 no fluid spring and/or fluid damping element 5 is shown in the region of the front edge 9 of the underside 8 of the vehicle seat 2. Otherwise this depiction corresponds to the situation shown in FIG. 1.



FIG. 4 shows a side view of a vehicle oscillation device 1 for rotative springing and/or damping of the vehicle seat 2 in a second deflected position. This situation occurs for example when driving downhill or driving over a recess (e.g. pothole, drainage ditch or similar). As already shown in FIG. 2, the base element 3 of the vehicle follows the movement given by the ground unevenness. In this case however in the opposite direction. Here too the vehicle seat 2 remains largely in its substantially vertical rest position as the elements of the vehicle oscillation device 1 deform. The elastomer spring elements 11 in the rear area of the underside 8 of the vehicle seat 2 are compressed and thus the distance between the underside 8 of the vehicle seat 2 and the base element 3 of the vehicle is reduced. The fluid spring and/or fluid damping elements 14 arranged in the region of the rear edge 10 are also compressed. In contrast the elastomer spring elements 12 in the rear area of the underside 8 of the vehicle seat 2 are expanded, whereby the distance between the underside 8 of the vehicle seat 2 and the base element 3 of the vehicle is increased.



FIG. 5 shows a top view of a possible arrangement of elastomer spring elements 8 and fluid spring elements and/or fluid damping elements 5 within a vehicle oscillation device 1 for rotative springing and/or damping of the vehicle seat 2. As is clear from this depiction, the fluid spring elements and/or fluid damping elements 5 are further remotely arranged from the centre of the underside 8 of the vehicle seat 2 than the elastomer spring elements 6. The fluid spring elements and/or fluid damping elements 5 are preferably located in the region of the outer limits 15 of the underside 8 of the vehicle seat 2. The elastomer spring elements 6 in this depiction are shown as rectangles. The W-shape or triangular shape is not evident in this view. The legs of the triangular or W-shaped elastomer spring elements 6 point obliquely out of the drawing plane in the direction of the viewer. The base line of the triangle runs in the vehicle longitudinal direction 7. To absorb and/or damp out lateral impulses, the elastomer spring elements 6 can also be oriented in other directions than the vehicle longitudinal direction 7. For example orientation in the vehicle transverse direction is possible. Also a combination of elastomer spring elements 6 oriented in the vehicle longitudinal direction 7 with elastomer spring elements 6 oriented in the vehicle transverse direction is conceivable and advantageous in many applications. Thus a 3-dimensional translational or omnidirectional springing and/or damping is possible.



FIG. 6 shows a rear view of a vehicle seat 2 with fluid spring elements and/or fluid damping elements 5. This clarifies the arrangement of the fluid spring and/or fluid damping elements 5. For greater clarity, the elastomer spring elements are not shown. As also evident from this depiction, the fluid spring and/or fluid damping elements 5 are arranged in the region of the outer limits 15 of the underside 8 of the vehicle seat 2 in order to prevent as effectively as possible excessive sloping or tilting in one direction.



FIG. 7 shows a diagrammatic depiction of a substantially W-shaped elastomer spring element. Such a W-shaped elastomer spring element is composed of two substantially triangular elastomer spring elements. In the example shown the two triangular elastomer spring elements are identical isosceles triangles 17. This is not however essential as the thicknesses of the individual legs 16, their materials and angles to the vertical connection between the base element 3 and the underside 8 of the vehicle seat 2 or driver's cab can differ. The elastomer spring elements shown can be connected directly with the base element 3 and the underside 8 of the vehicle seat 2. However as in the example shown, it is also possible for the elastomers not to be directly connected with this but to be first preassembled by arrangement on mounting aids 18 into modules which are easy to install. These mounting aids 18 for example have bores (not shown in the figure) via which a simple connection to the base element 3 and the underside 8 of the vehicle seat 2 can be created.


All features disclosed in the application documents are claimed as essential to the invention where novel individually or in combination in relation to the prior art.


LIST OF REFERENCE NUMERALS




  • 1 Vehicle oscillation device


  • 2 Vehicle seat


  • 3 Base element of a vehicle


  • 4 Sprung multipoint mounting


  • 5 Fluid spring and/or damping element


  • 6 Elastomer spring element


  • 7 Vehicle longitudinal direction


  • 8 Underside of vehicle seat


  • 9 Front edge of underside of vehicle seat


  • 10 Rear edge of underside of vehicle seat


  • 11 Compressed elastomer spring element


  • 12 Expanded elastomer spring element


  • 13 Expanded fluid spring and/or fluid damping element


  • 14 Compressed fluid spring and/or fluid damping element


  • 15 Outer limits of underside of vehicle seat


  • 16 Leg


  • 17 Isosceles triangle


  • 18 Mounting aid


Claims
  • 1. A vehicle oscillation device (1) comprising a sprung multipoint mounting (4) arranged between a vehicle seat (2) or driver's cab and a base element (3) of a vehicle arranged below and suitable for rotative springing and/or damping of the vehicle seat (2) and/or driver's cab in relation to the base element (3), wherein the sprung multipoint mounting (4) is formed of several pieces and comprises at least one elastomer spring element (6), and wherein the sprung multipoint mounting (4) comprises at least one separate fluid spring element and/or a fluid damping element (5), wherein the fluid spring element and/or fluid damping element (5) and the elastomer spring element (6) are arranged between the vehicle seat or the driver's cab and the base element (3), and wherein the elastomer spring element (6) in at least one dimension has a cross section which at least in portions has substantially the form of a triangle spanned by two legs (16), wherein the legs (16) of the triangle are arranged obliquely in relation to a vertical connection between the base element (3) and an underside (8) of the vehicle seat (2) or the driver's cab and comprises a material with elastic properties.
  • 2. The vehicle oscillation device (1) according to claim 1, wherein the fluid spring element is an air spring and/or the fluid damping element (5) is an air bearing.
  • 3. The vehicle oscillation device (1) according to claim 1, wherein the elastomer spring element (6) is configured for cushioning/absorbing/damping rotative and vertical and/or horizontal movements of the vehicle seat (2) or driver's cab.
  • 4. The vehicle oscillation device (1) according to claim 1, wherein the elastomer spring element (6) is arranged substantially parallel to a plane spanned by a vehicle longitudinal axis (7) or vehicle transverse axis and a vertical.
  • 5. The vehicle oscillation device (1) according to claim 1, wherein the sprung multipoint mounting (4) comprises a multiplicity of physically separate elastomer spring elements (6).
  • 6. The vehicle oscillation device (1) according to claim 1, wherein the sprung multipoint mounting (4) comprises a multiplicity of physically separate fluid spring elements and/or fluid damping elements (5).
  • 7. The vehicle oscillation device (1) according to claim 1, further comprising a fluid spring element and/or a fluid damping element (5) remotely arranged further from a centre of an underside surface of the vehicle seat (2) or the driver's cab than an elastomer spring element (6).
  • 8. The vehicle oscillation device (1) according to claim 1, further comprising a fluid spring element and/or a fluid damping element (5) adapted in its springing and/or damping properties to allow an active tilt compensation of the vehicle seat (2) or the driver's cab.
  • 9. The vehicle oscillation device (1) according to claim 1, wherein the elastomer spring element (6) is arranged substantially parallel to a plane spanned by a vehicle longitudinal axis (7) or vehicle transverse axis and a vertical.
  • 10. The vehicle oscillation device (1) according to claim 1, wherein the sprung multipoint mounting (4) comprises a multiplicity of physically separate elastomer spring elements (6).
  • 11. A vehicle oscillation device (1) comprising a sprung multipoint mounting (4) arranged between a vehicle seat (2) or driver's cab and a base element (3) of a vehicle arranged below and suitable for rotative springing and/or damping of the vehicle seat (2) and/or driver's cab in relation to the base element (3), wherein the sprung multipoint mounting (4) is formed of several pieces and comprises at least one elastomer spring element (6), and wherein the sprung multipoint mounting (4) comprises at least one separate fluid spring element and/or a fluid damping element (5), wherein the fluid spring element and/or fluid damping element (5) and the elastomer spring element (6) are arranged between the vehicle seat or the driver's cab and the base element (3), and wherein the elastomer spring element (6) in at least one dimension has a cross section which at least in portions has substantially the shape of the letter W, wherein at least one leg (16) of the W-shaped elastomer spring element (6) is oblique in relation to a vertical connection between the base element (3) and an underside (8) of the vehicle seat (2) or the driver's cab and comprises a material with elastic properties.
  • 12. The vehicle oscillation device (1) according to claim 11, wherein the elastomer spring element (6) is arranged substantially parallel to a plane spanned by a vehicle longitudinal axis (7) or vehicle transverse axis and a vertical.
  • 13. The vehicle oscillation device (1) according to claim 11, wherein the sprung multipoint mounting (4) comprises a multiplicity of physically separate elastomer spring elements (6).
Priority Claims (2)
Number Date Country Kind
10 2010 045 115 Sep 2010 DE national
10 2010 054 752 Dec 2010 DE national
US Referenced Citations (87)
Number Name Date Kind
2118456 Whedon May 1938 A
3300203 Carter et al. Jan 1967 A
3752432 Lowe Aug 1973 A
4151973 Sedlock May 1979 A
4213594 Pietsch et al. Jul 1980 A
4286765 Delgleize et al. Sep 1981 A
4350317 Aondetto Sep 1982 A
4408744 Thompson Oct 1983 A
4451079 Takahashi May 1984 A
4477050 Thompson et al. Oct 1984 A
4573657 Sakamoto Mar 1986 A
4645169 Mischer Feb 1987 A
4679760 Dotzler et al. Jul 1987 A
4684100 Grassl Aug 1987 A
4729539 Nagata Mar 1988 A
4773671 Inagaki Sep 1988 A
4784434 Iwami Nov 1988 A
4856763 Brodersen et al. Aug 1989 A
4943037 Brodersen et al. Jul 1990 A
4993778 Colin et al. Feb 1991 A
5058852 Meier et al. Oct 1991 A
5125631 Brodersen et al. Jun 1992 A
5211369 Hoemer May 1993 A
5251864 Itou Oct 1993 A
5364060 Donovan et al. Nov 1994 A
5521821 Shimizu et al. May 1996 A
5533703 Grassl et al. Jul 1996 A
5553911 Bodin et al. Sep 1996 A
5582385 Boyle et al. Dec 1996 A
5735509 Gryp et al. Apr 1998 A
5765802 Bostrom et al. Jun 1998 A
5791738 Niezoldt Aug 1998 A
5794911 Hill Aug 1998 A
5871198 Bostrom et al. Feb 1999 A
5957426 Brodersen Sep 1999 A
5967604 Yoshida et al. Oct 1999 A
5971116 Franklin Oct 1999 A
6042093 Garelick Mar 2000 A
6340201 Higuchi Jan 2002 B1
6478102 Puterbaugh et al. Nov 2002 B1
6543755 Monson et al. Apr 2003 B2
6616116 Rochau et al. Sep 2003 B1
6637735 Monson et al. Oct 2003 B2
6763550 Regnier Jul 2004 B2
6802408 Krammer Oct 2004 B2
7044553 Ropp May 2006 B2
7152839 Mullinix et al. Dec 2006 B2
7168671 Bostrom et al. Jan 2007 B2
7185867 Hill et al. Mar 2007 B2
7712836 Deml May 2010 B2
7810884 Lorey et al. Oct 2010 B2
7886882 Behmenburg et al. Feb 2011 B2
7942248 St. Clair et al. May 2011 B2
8118287 Schordine Feb 2012 B2
20010035600 St. Clair Nov 2001 A1
20020011699 St. Clair Jan 2002 A1
20060278805 Haller Dec 2006 A1
20070278723 Shoemaker et al. Dec 2007 A1
20080000738 Zdeb Jan 2008 A1
20080000739 Behmenburg et al. Jan 2008 A1
20080088165 Deml Apr 2008 A1
20080156602 Hiemenz et al. Jul 2008 A1
20080197684 Ott et al. Aug 2008 A1
20090134595 Haller et al. May 2009 A1
20090179390 Wurmthaler et al. Jul 2009 A1
20090184448 Hiser Jul 2009 A1
20090256293 Ward Oct 2009 A1
20090283944 Schordine Nov 2009 A1
20100052356 Lewis, II Mar 2010 A1
20100072800 Weber et al. Mar 2010 A1
20100102493 Deml et al. Apr 2010 A1
20100117428 Deml et al. May 2010 A1
20110001033 Kohl et al. Jan 2011 A1
20110001342 Deml et al. Jan 2011 A1
20110022265 Sekiya Jan 2011 A1
20110226930 Enns et al. Sep 2011 A1
20110278894 Lorey Nov 2011 A1
20120025577 Kolb Feb 2012 A1
20120043798 Haller et al. Feb 2012 A1
20120049421 Haller et al. Mar 2012 A1
20120086159 Kolb Apr 2012 A1
20120090930 Haller Apr 2012 A1
20120091773 Lorey Apr 2012 A1
20120126592 Kaessner et al. May 2012 A1
20120153689 Haller et al. Jun 2012 A1
20120153695 Haller et al. Jun 2012 A1
20120187615 Haller et al. Jul 2012 A1
Foreign Referenced Citations (49)
Number Date Country
100493951 Jun 2009 CN
1 898 307 Aug 1964 DE
15 55 056 Mar 1970 DE
19 16 403 Oct 1970 DE
21 13 579 Oct 1972 DE
28 06 247 Aug 1979 DE
28 11 034 Sep 1979 DE
28 51 129 Jun 1980 DE
32 42 287 May 1984 DE
35 17 345 Nov 1986 DE
35 17 345 Nov 1986 DE
38 24 272 Mar 1990 DE
41 01 221 Jul 1992 DE
696 06 732 Apr 1995 DE
197 56 252 Jul 1998 DE
197 41 602 Mar 1999 DE
603 20 456 Dec 2002 DE
699 08 290 May 2004 DE
699 082 90 May 2004 DE
10 2005 028 725 Jan 2006 DE
10 2005 028 725 Jan 2006 DE
10 2006 016 047 Apr 2006 DE
10 2005 003 833 Jun 2006 DE
10 2005 011 856 Aug 2006 DE
10 2007 030 467 Jan 2009 DE
10 2008 016 685 Jun 2009 DE
10 2008 010 719 Aug 2009 DE
10 2008 045 492 Mar 2010 DE
10 2008 052 960 Apr 2010 DE
10 2008 056 200 May 2010 DE
10 2009 020 034 Nov 2010 DE
10 2009 040 010 Jan 2011 DE
0 054 880 Dec 1981 EP
0 054 947 Dec 1981 EP
0 089 794 Sep 1983 EP
0 448 340 Sep 1991 EP
0 739 766 Oct 1996 EP
1 035 258 Jun 1999 EP
1 035 258 Sep 2000 EP
2 420 404 Feb 2012 EP
1 166 258 Oct 1969 GB
1199577 Jul 1970 GB
1 383 922 Feb 1974 GB
2 014 522 Aug 1979 GB
63220026 Sep 1988 JP
1237471 Sep 1989 JP
09136611 May 1997 JP
2007 062 539 Mar 2007 JP
WO 2004110808 Dec 2004 WO
Non-Patent Literature Citations (6)
Entry
Extended European Search Report for European Patent Application No. 12 15 9863, dated Jul. 4, 2012.
Extended European Search Report for parallel European Patent Application No. 11 19 5031, mailed Apr. 5, 2012.
Extended European Search Report for parallel European Patent Application No. 11 19 5039, mailed Apr. 5, 2012.
First Office Action dated Mar. 29, 2012 for Chinese Patent Application No. 201010244916.3, English translation.
Office Action, Chinese Patent Application No. 201110052443.1, dated Dec. 30, 2012, English Translation.
Search Report for European Patent Application No. 11177689.4, mailed Dec. 14, 2011.
Related Publications (1)
Number Date Country
20120086159 A1 Apr 2012 US