U.S. patent number 3,744,843 [Application Number 04/792,031] was granted by the patent office on 1973-07-10 for vehicle chair unit.
This patent grant is currently assigned to American Seating Company. Invention is credited to Chester J. Barecki, Kenneth W. Hozeski.
United States Patent |
3,744,843 |
Barecki , et al. |
July 10, 1973 |
VEHICLE CHAIR UNIT
Abstract
A chair for a vehicle such as a bus or airplane wherein the back
and seat portions are so interconnected to the frame that raising
of the seat will automatically bring the back to upright
position.
Inventors: |
Barecki; Chester J. (Grand
Rapids, MI), Hozeski; Kenneth W. (Grandville, MI) |
Assignee: |
American Seating Company (Grand
Rapids, MI)
|
Family
ID: |
25155590 |
Appl.
No.: |
04/792,031 |
Filed: |
January 17, 1969 |
Current U.S.
Class: |
297/316; 297/332;
297/391; 297/354.12 |
Current CPC
Class: |
B60N
2/3013 (20130101); B60N 3/06 (20130101); B64D
11/0643 (20141201); B60N 2/42709 (20130101); B64D
11/0647 (20141201); B64D 11/064 (20141201); B64D
11/0619 (20141201); B60N 2/242 (20130101); B60N
2/305 (20130101); B60N 2/75 (20180201); B60N
2/4221 (20130101); A47C 1/121 (20130101) |
Current International
Class: |
A47C
7/50 (20060101); A47C 1/00 (20060101); A47C
7/00 (20060101); A47C 1/121 (20060101); B60N
2/24 (20060101); B64D 11/00 (20060101); B64D
11/06 (20060101); A47c 001/12 () |
Field of
Search: |
;297/332,333,340,353,354,335,336,359,355,316,324 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Zugel; Francis K.
Assistant Examiner: Aschenbrenner; Peter A.
Claims
We claim:
1. A vehicle chair unit comprising a support frame; a pair of seats
and a pair of backs pivotally mounted side by side on said support
frame, each back having a chair unit frame; a locking mechanism on
said support frame for each chair back, each mechanism coupled to
the outer side of its associated chair back for independently
positioning its associated back in a plurality of reclining locked
positions relative to a normal generally-upright locked position of
said back; a control connecting means connecting each locking
mechanism and its associated seat for releasing said locking
mechanism irrespective of the various recline positions occupied by
the back when said seat moves through an intermediate path between
a lower back-locking position and an upper back-locking position; a
torsion bar on said support frame for each back and tensioned to
move its associated back to said upright position during said
intermediate travel of said seat, each torsion bar fixed to the
outer sides of said support frame, each torsion bar being further
coupled to the inner side of its associated chair back, each bar at
its inner end being further equipped with means for adjusting its
tension; and spring means on said frame continuously urging said
seats through said intermediate travel and to said upper locking
position whereby when an occupant of a seat rises the back
associated with that seat from any recline position is
automatically raised and locked in upright position.
Description
BACKGROUND AND SUMMARY OF INVENTION
Reclinable chairs are uniformly employed in passenger vehicles such
as buses and airplanes. To achieve this feature, the backs are
pivotable out of a normal generally upright position and this is
triggered by the engagement of the chair occupant's finger with a
button provided on the arm rest. The occupant then shifts his
weight to urge the back rearwardly and away from the normal
generally upright position to a desired inclination. In the past,
the return to the normal generally upright position has required a
duplication of the inclining procedure, i.e., again depressing the
button and shifting weight to permit the back to return. In
passenger transport vehicles it is important that the backs be
positioned in this position at various times such as take-off and
landing of airplanes, loading and unloading of airplanes and buses,
etc. In the past, if a back has not been brought to the normal
generally upright position by the occupant, it is necessary for an
attendant to do this with each individual chair. This difficulty is
avoided through the practice of the instant invention. According to
the invention hereinafter described, the mere rising of the
passenger automatically results in both the seat being moved to a
stowed position and the back being moved to the desirable normal
generally upright position. In providing structure to achieve this
desirable operation, we provide an additional advantage. The
structure makes it possible for the passenger immediately rearward
of a particular chair to push the back toward the normal generally
upright position -- as would be necessary to permit egress for that
passenger. It is a common occurrence in buses and airplanes that a
passenger desiring to get out of his seat finds his way blocked by
the inclination of the back immediately ahead of him. Now that
particular back can be moved readily toward an egress-permitting
position yet at the same time the back cannot be pulled by the
exiting passenger away from the normal generally upright position.
It is a commonplace occurrence for a passenger to grasp the chair
back immediately ahead of him to pull on the same to assist in
rising and exiting.
The invention is described in conjunction with an illustrative
embodiment in the accompanying drawing, in which
FIG. 1 is a side view of a two passenger chair unit, with the near
seat and back up, the far seat and back in normal sitting position,
while the dotted line shows one back fully reclined;
FIG. 2 is a front perspective view with the seats and backs in the
same position as in FIG. 1;
FIG. 3 is a rear perspective view, with the near footrest in the
stored position, while the far footrest is ready for use;
FIG. 4 is a top view of the unit to show the difference in
available standing space when seat and back are up;
FIG. 5 is an exploded perspective view of the two passenger chair
unit;
FIG. 6 is a fragmentary perspective view of the tension adjustment
mechanism for the back of the chair unit;
FIG. 7 is a vertical sectional view through the tension adjustment
mechanism as seen along the sight line 7--7 of FIG. 9;
FIG. 8 is a sectional view similar to that seen in FIG. 7 but
showing the parts thereof in a different operational condition;
FIG. 9 is a fragmentary horizontal sectional view such as would be
seen along the sight line 9--9 of both FIGS. 5 and 7;
FIG. 10 is an exploded perspective view of the back;
FIG. 11 is a fragmentary vertical sectional view showing the pillow
in its normal position;
FIG. 12 is a view similar to FIG. 11 but showing the pillow in
raised condition; and showing a man's head deforming the crash pad
and outer panel.
FIG. 13 is a perspective view of a seat and two sets of pivot
blocks which can be employed to make a given seat either right
handed or left handed;
FIG. 14 is an exploded perspective view of the seat showing the
detachable seat cushion separated from the seat pan;
FIG. 15 is a horizontal sectional view of the lower part of the
unit frame showing the two seat pans without serpentine springs and
with the center spring housing removed;
FIG. 16 is a fragmentary exploded perspective view of the center
spring housing of FIG. 15 showing the several parts thereof;
FIG. 17 is a fragmentary side view of the wall side of the two
chair units with the arm rest cover removed and with the back in
reclined position to show the automatic storage mechanism in the
lower locked position;
FIG. 18 is a view similar to FIG. 17 with the automatic storage
mechanism still in lower locked position but with the seat raised
part way;
FIG. 19 is a view similar to FIGS. 17 and 18 but with the seat
raised halfway up and the automatic storage mechanism unlocked;
FIG. 20 is a view similar to FIGS. 17-19 but with the seat and back
raised and with the automatic storage mechanism in the upper locked
position;
FIG. 21 is a fragmentary transverse sectional view of the automatic
storage mechanism taken with the near wall of the arm rest cover
removed (as along the sight line 21--21 of FIG. 23) and with the
automatic storage mechanism in locked condition;
FIG. 22 is a view similar to FIG. 21 but with the automatic storage
mechanism unlocked;
FIG. 23 is a transverse horizontal sectional view of the arm rest
mechanism as would be seen along the sight line 23--23 of FIG.
21;
FIG. 24 is an exploded perspective view of the entire automatic
storage mechanism as viewed in the direction opposite to that of
FIG. 23;
FIG. 25 is a perspective view of the footrest in the normal
position for use with dotted lines showing the forward position of
the pad for tall people and the rearward position of the pad for
shorter people;
FIG. 26 is a perspective view of the foot rest in the normal stored
position;
FIG. 27 is a side view of the footrest with the pad in neutral
position;
FIG. 28 is a view similar to FIG. 27 but with the pad in the
rearward position as used by a short person;
FIG. 29 is a view similar to FIGS. 27 and 28 but with the pad in
the forward position, as used by a tall person;
FIG. 30 is a rear view of the pad in the neutral position with
portions of the shell removed to show the opposite tension on the
two springs;
FIG. 31 is a fragmentary side view of the foot rest; and
FIG. 32 is an exploded perspective view of the foot rest.
Referring now to Sheet 1 of the drawings, the numeral 40 designates
generally a chair unit constructed according to teachings of the
instant invention. The chair unit pictured has two chairs so as to
accommodate two occupants and is useful, as pointed out previously,
particularly for passenger transports such as buses or airplanes.
Each unit 40 has a frame generally designated 41 which supports two
backs 42 and 43 respectively (as seen in proceeding from left to
right in FIG. 2, for example). The back designated 43 is seen in a
partially reclined position while the back 42 is in the normal
generally erect position as is desirable for storage. The numeral
44 (seen only in FIGS. 1 and 4) is applied to a dotted line
configuration of the back corresponding to the fully reclined
position. The seat per se is designated by the numeral 45 (see
FIGS. 5 and 13) and until fitted with pivot blocks can be used with
either of the backs 42 or 43. In the illustration given in FIG. 2,
the seat for the right hand occupant (considered from the
standpoint of the occupant) is designated 46 while the other seat
is designated 47. Each chair is equipped at the rear with a
footrest as at 48 relative to the back 42 and 49 relative to the
back 43 (see particularly FIG. 3). The footrest 48 is in the stowed
position while the footrest 49 is in the "use" position.
Each back 42 or 43 is equipped with a pillow 50 or 51. The back 42
(which is adjacent the aisle) has a wing 52 on the aisle side while
the back adjacent the wall has a wing 53 on the wall side. Each
wing 52 or 53 is constructed of firm foam material to prevent the
head of the occupant from rolling off the pillow -- as during
turning of the vehicle.
EXPOSED ELEMENTS OF FRAME 41
The visible parts of the frame 41, as seen in FIGS. 2 and 3 and
employed for mounting the seats and backs, include a front aisle
leg 54 and a rear aisle leg 55. Each of these is fastened to the
platform floor from below so that the usual flanges and bolt heads
can be omitted. The frame 41 further includes a front wall mounting
bracket 56 and a rear wall mounting bracket 57. As best seen in
FIG. 2, the frame 41 further includes an aisle arm 58 with its soft
foam pad 59, a plastic panel 60 with its bumper strip 61, a
stainless steel cigarette-snuffing panel 62, a plastic inner panel
63 (see FIG. 5), a wall arm rest 64 with its pad 65 and its inner
plastic panel 66. An ashtray 67 is provided in each arm with a
sliding cover 68 (see FIG. 3) built into the arm pads 59 and 65. A
center spring housing 69 is provided between the seats.
HIDDEN PORTIONS OF FRAME 41
The hidden or inside parts of the frame as seen in the lower
central portion of FIG. 5 include a front stretcher tube 70 and a
rear stretcher tube 71 interconnected with an aisle curved end tube
72 and a wall curved end tube 73. The interconnection of these four
elements forms a generally planar rectangular structure designated
74. Projecting forwardly from the aisle curved end tube 72 is an
arm channel 75 and the counterpart arm channel for the wall tube 73
is designated 76. Each arm 75 and 76 is further supported by a
brace 77. Projecting rearwardly from each brace 77 is a pulley
bracket 78 which is employed in connection with the automatic
storage mechanism to be described hereinafter in connection with
FIGS. 17-24.
Still continuing with the inner portions of the frame 41, it will
be seen from the lower portion of FIG. 5 that each curved end tube
72 and 73 is equipped with an outer back bearing 79, the function
of which will be described in conjunction with FIG. 9. The frame 41
further includes a panel support bracket 80 at the extreme forward
end of the curved end tubes 72 and 73. Projecting upwardly from the
curved end tubes 72 and 73 somewhat rearwardly of the support
brackets 80 is a pair of bearing supports 82 each carrying a seat
bearing 81 (designated only relative to the curved end tube 73).
Also projecting upwardly from the planar frame 74 and intermediate
the ends of the rear stretcher tube 71 is a center bearing support
84 with its bearing 83. This bearing cooperates with the outer back
bearings 79 as seen in FIG. 9. Other elements of the frame 41 as
seen in FIG. 5 include a fore-and-aft square thwart 86 which
provides a base for the right hand and left hand center spring
support plates 87 and 88. Four mounting brackets 85 for the two
foot rests hang from stretcher tube 71, and are directed forwardly
so as not to be a hazard to shins.
DETAILS OF BACK
Referring now to FIG. 10, the back 42 or 43 consists of a number of
parts, so assembled as to form the plastic outer shell and the
cushion. For this purpose, a steel frame 89 (designated in the
second view from the left in FIG. 10) includes a U-shaped frame
89a, a lower stretcher tube 90 and a second stretcher tube 91
thereabove integrated to provide a generally rectangular
framework.
Still referring to FIG. 10 and to the second from the left-hand
view, it will be seen that a torsion rod 92 is mounted on the
U-shaped frame 89a and extends parallel to and between the
stretcher tubes 90 and 91. At one end of the torsion rod 92, a
housing 93 is provided which provides an enclosure for the
tension-producing yoke 94 (see also FIGS. 6-9). Still referring to
FIG. 10, the extreme lower portion of the second hand view
illustrates the fact that the frame 89 is equipped with brackets 95
for attaching the back cushion. Along the side of the frame 89a
opposite the housing 93, there is provided a forwardly-extending
support 97 with a bearing 96 thereon which is employed for
adjusting the inclination of the back (to be described in
connection with FIG. 23 hereinafter). The frame 89a further
includes a transverse member 99, three projections 100 for
supporting the cushion and three snaps 101 for the pillow 50. The
back is determined to be right-hand or left-hand by the location of
the back adjustment bearing 96 which has to be on the arm rest side
of the back, and by the housing 93 which has to be near the center
bearing 83.
The aluminum inner panel 102 (see the middle view in FIG. 10) has a
reinforcement 103 at its top to strengthen that area. There are
perforations provided (not shown) into which the three projections
100 fit (see FIGS. 11 and 12). The panel 102 also has two screw
holes 104 at its bottom edge for attachment to the tubular frame
89a at 95. The foam pad 105 (second from the right-hand view in
FIG. 10) is cemented to the aluminum inner panel 102, and then the
upholstery cover 106 is pulled over the pad. The edges of the
upholstery cover are cemented to the back side of the aluminum
inner panel 102 and the thus arranged sub-assembly becomes the
cushion which can be removed without removing the entire back from
the frame 41. Provided as an attachment to the frame 89 is a crash
panel 114 which includes a foam pad 107 and a thin piece of
aluminum 108 received on a slanted portion 109 of a plastic panel
110.
The plastic outer panel 110 is attached to the steel frame 89 with
three screws through the holes 111 into the member 99, and one
screw on each side through holes 112 into holes 113. The crash
panel 114 is hooked over the upper edge 115 of the outer panel by a
hooked edge 116, and its four screw studs 117 slip through the four
holes 117a in the outer panel, after which nuts are suitably
attached. This procedure hides the attachment screws for the panel
and pad and discourages vandalism. The pillow 50 is attached to the
frame by threading the flap 118 between the top flange of the outer
panel 115 and the frame 89 and snapping it onto the three snaps 101
on the bottom side of the tube. This procedure can be seen in FIGS.
11 and 12.
The cushion assembly is attached to the frame by sliding the three
projections 100 of the tube through the three holes in the inner
panel (see FIG. 11) and pushing the cushion until two screws 119
can be inserted through the holes 104 and into the brackets 95. A
chain 120 attaches the pillow 50 to the inner panel 102, through
the cushion, so that it has limited upward movement (see FIG. 12).
To remove the cushion, it is first necessary to remove the screws
119 and the chain 120, slide the cushion down and lift it out. The
pillow may then be replaced when the cushion is being replaced.
OPERATION OF BACK
The means permitting pivotal movement of the back to various
inclined positions can be appreciated from a consideration of Sheet
2 of the drawing. The pivot axis of the back is along the torsion
rod 92, more especially along the axes of the bearings 79 and 83
(see FIGS. 5 and 9). The torsion bar is responsible for biasing the
back to its normal generally upright position and this is effected
through the yoke 94 which is located in housing 93 at the lower end
of the frame 89. As the back is inclined, the amount of torque is
increased to increase the bias for readily returning the back to
upright position. The amount of torque initially applied to the
torsion bar can be varied by the adjustment screw 121 which spaces
the yoke 94 from the housing 93 (compare FIGS. 7 and 8 in the area
designated 121a). A small cap 122 covers the necessary opening in
the back 110 to permit the adjustment of the tension adjusting
screw 121. The end of the torsion bar 92 opposite that equipped
with the yoke 94 is fixed in the outer bearing 79 as seen in FIGS.
5 and 9. An intermediate bearing 123 (see FIG. 9) is provided
through which the torsion bar passes and which absorbs the weight
of the back and the back swivels on this bearing. On the other side
of the back, a center pin 124 (still referring to FIG. 9) is held
by the center back bearing 83 and acts as a swivel for both backs
42 and 43. Thus, the torsion bar has one end fixed to the frame
(via the bearing 79) and the other end fixed to the back (via the
yoke 94). Torquing of this bar is achieved by pivoting of this back
relative to the bearings 123 and 83 provided on the frame 41.
SEAT ASSEMBLY
The seat assembly 45 is common to both seats 46 and 47 until the
pivot blocks 126-129 are attached to it. When pivot block 126, a
left-hand long shaft pivot is attached to the left side, and pivot
block 127, a right-hand short shaft pivot is attached to the right
side, the seat becomes a left-hand seat 47. However, when pivot
block 128, a left-hand short shaft pivot is attached to the left
side and pivot block 129, a right-hand long shaft pivot is attached
to the right side, the seat becomes a right-hand seat 46 as in FIG.
13.
Still referring to Sheet 4 of the drawing, the seat cushion
consists of a piece of foam wrapped in an upholstered sack-like
cover 130 which is zippered 131 for easy wrapping and removal of
the cover. The cover 130 has two flaps, one flap at the front 132
with three snaps 133, and a second flap at the rear 134 with three
snaps 135. These flaps and snaps permit a fast removal and
replacement of the seat cushion without the necessary removal of
the seat pan 136 from the frame 141.
The seat pan assembly 136 includes a plastic shell 137 which
contains a frame of tubing 138. The frame 138 includes a U-shaped
tubular sub-frame 139 and a rear stretcher tube 140. In extending
across the sub-frame 139 are several serpentine springs 141.
The front side of the U-tube frame 139 is equipped with three snap
posts 142 to receive the three snaps 133 of the front flap 132 and
three snap posts 143 are provided on the rear stretcher tube 140 to
receive the three snaps 135 of the rear flap 134 of the cushion
130.
The seat pan assemblies 136 are attached to the frame 41 by means
of the four pivot blocks 126-129. For this purpose, four angles,
two left-hand angles 144 and two right-hand angles 145 are placed
at the sides of the tubular frame 138 and then bolts 146 are
inserted through the pivot blocks, the tubular frame 138 and then
threaded into the angles 144 and 145. These bolts can be removed
and replaced from the outside of the seat pan. Bolts 147 are
inserted through the angles 144 and 145, the tubular frame 138 and
are threaded into the pivot blocks 126-129, as the case may be.
This arrangement can be seen in FIG. 15.
The seats rise automatically by means of clock springs 148 (see
FIG. 15) which are attached to the short shaft of the pivot blocks
127 and 128 by having the bent end 149 slip into the slot 150 of
each shaft, while the hooked end 151 grasps a screw 152. The screws
152 are threaded through the right-hand and left-hand center spring
housing plates 87 and 88 respectively. The springs 148 are located
on the inside face of each spring housing plates 87 and 88 as can
be seen by reference to FIGS. 15 and 16. The springs are kept in
place by a spacer 153 welded to the inside of the center spring
housing. The housing is attached to the center thwart 86 by two
screws 154 and conceals the springs.
AUTOMATIC RETURN OF BACK
FIGS. 17-24 illustrate the automatic raising of the seat and back
when the occupant stands, as well as the adjustment of the back to
a fully reclined position by the use of the adjustment button in
the front end of each arm rest.
FIG. 17 shows the seat down and the back fully reclined, although
the back could be in any position from that of fully erect to fully
reclined as shown in FIG. 1, with the seat down. The control arm
155 (designated in FIGS. 17-20 and 24) is down, allowing the
adjustment lever 156 to be down. The adjustment button 157 is in
the forward part of the arm rest. Then as the occupant begins to
stand up, the seat rises as in FIG. 18, raising the control arm
155, but not enough to unlock the automatic storage mechanism. As
the seat continues to rise as in FIG. 19, the control lever 155
reaches about its midway point of arcuate travel, pulling on the
cable 158 enough to pull the adjusting lever 156 up (the button 157
being up -- see FIG. 22), unlocking the mechanism which lets the
back rise automatically due to the action of the torsion bar 92. In
FIG. 20, the seat and back are up moving the control arm 155 to the
upper locked position because its pull on the cable 158 has ended,
allowing the adjustment lever 156 to come back down to its natural
locked position, keeping the back from being moved. When a person
sits down on the seat and thereby lowers it, the back will remain
in its normal generally upright position until the occupant
releases the back from this locked position by pushing up on the
button 157. This raises the adjustment lever 156 and unlocks the
automatic storage mechanism. When the occupant leans back as far as
desired and thereafter releases the button 157, this lowers the
adjustment lever 156 and locks the back 42 in the desired
position.
LOCKING MECHANISM
The operation of the locking mechanism can be best understood from
a consideration of FIGS. 21-23. After the operation is described,
details of the construction will be set down with reference to
these figures and additionally relative to the exploded view in
FIG. 24.
The adjustment lever 156 is raised, either by pushing the button
157 up or by raising the seat 47, causing the finger 159 to move
closer to the reel 160. This releases the grip that the locking
cable 161 has on the reel, permitting the back to be moved. As it
moves, the adjustment bearing 96 moves, also moving the pin 162.
The pin is held in place by a set screw 163 and movement of the pin
162 moves the rack gear 164. The rack gear is held by the set screw
165. Movement of the rack gear 164 turns the pinion gear 166 and
the reel 160. As soon as the adjustment lever 156 is lowered, the
cable 161 pulls tightly on the reel 160, stopping and locking
everything beyond it.
The rack gear 164 is a series of teeth 167 which engage the teeth
of the pinion gear 166 and rides between the pinion gear 166 and a
guide wheel 168 and and spacer washers 169 and 170. A spacer washer
171 is provided on the other side of the reel 160. The pinion gear
is on a shaft 172 which is held in holes 173 of bracket 174
provided as part of the arm channel 76 (see FIG. 24). The guide
wheel 168 is mounted on a shaft 175 which fits into the lower
protrusions 176 of bracket 174.
The button 157 is attached to the adjustment lever 156 by rivets
177. The lever 156 turns on shaft 178 which rests in holes 179 of
projections 179a of bracket 174. The lever 156 has two arms 180 and
181. The arm 180 ends in the finger 159 while the arm 181 is pulled
down by the cable 158. A spring 178a biases the arm 181 upwardly.
The cable 158 has a spring 182 at its lower end 183 and an
adjustment clamp 184 and set screw 185 at the upper end where it
attaches to the lever arm 181. The cable rides in a pulley 186 with
a shoulder rivet 187 which attaches to the pulley bracket 78. The
lower end 183 of the cable 158 is held in the swivel ending 188 of
the control arm 155. The control arm 155 has a D-type hole 189
which fits into the D-shaped end 190 of the shaft 191 welded into
the hole of the let-hand long shaft pivot block 126 or the
right-hand long shaft pivot block 129 -- see FIG. 15. The control
arm 155 is held onto the shaft by a screw 192 with a lock washer
193 and a flat washer 194.
When the rack gear 164 is all the way back, as in FIG. 21, its flat
end 195 strikes the adjustable back stop screw 196. When the rack
gear 164 is all the way forward, as in FIG. 22, its front end 197
strikes the rubber stop 198 held in its bracket 199 by the rivet
200. The tension on cable 161 can be adjusted by the nuts 201. The
forward end 161a of the cable 161 fits into a hole in finger 159
and is held by a pin 161b. The pin 162 slides back and forth in the
opening 202 (see FIG. 22) which is protected by a sliding cover
plate 203 (see FIG. 23) to keep exploring fingers from being
pinched.
What we have provided is a friction lock mechanism in the form of a
winch which includes the reel 160. Entrained around the reel 160 is
the cable 161 which is secured at its forward end to the lever 156,
more particularly, in the arm portion 180 having the finger 159.
The rear end of the cable 161 is fixed within the arm channel 76.
Thus, when the button 157 is moved from the FIG. 21 to the FIG. 22
position, the tension on the cable 161 is slackened permitting
rotation of the winch reel 160. With the locking mechanism in this
condition, the back may be inclined or returned to normal generally
erect position in the fashion currently practiced in the art. This
includes the shifting of the weight of the occupant to achieve the
change in position of the back. So long as the button 157 is
depressed, the back can be considered in a floating condition,
movable either forwardly or rearwardly as taste dictates. However,
all during this time, there is a continued bias effected by the
torque contained in the torsion bar 92.
The same release of a locking mechanism is achieved through the
agency of raising the seat -- as by the occupant standing to exit
or to permit another passenger to pass by. Wen this occurs, the
seat automatically rises to erect position through the agency of
the clock springs 148 -- see FIG. 16. This action is transmitted
directly to the pivot blocks provided on the sides of the seat, as
for example the pivot block 126 seen in the extreme lower portion
of FIG. 24. The control arm 155 which is connected to the pivot
block 126 moves correspondingly and exerts a tension on the linkage
extending between it and the lever 156 i.e., via the cable 158
which is reeved about the pulley 186. It will be noted that the
cable 158 is connected to the lever 156 on the opposite side of the
fulcrum shaft 178 from the button 157. Thus, downward movement of
the arm 181 of the lever 156 effects the same operation as the
upward movement of the button 157. As the frictional engagement of
the winch cable 161 relative to the reel 160 is relaxed, the back
moves forwardly under the bias of the torsion rod 92. Inasmuch as
the back has the bearing 96 fixed to it by virtue of the support 97
(see the second from the left-hand view in FIG. 10 and the extreme
upper right-hand portion of FIG. 23), the pin 162 which is fitted
in the bearing 196 moves forwardly with the back and urges the rack
gear 164 forwardly. Thus, when the frictional engagement of the
cable 161 with the reel 160 is reinstituted, the rack holds the
back in place against further movement.
A passenger sitting in a chair immediately behind a unit equipped
with the invention is benefited from the fact that the forward
pressure on the inclined back tends to overcome the friction in the
winch and aided by the bias of the torsion rod 92 permits such a
passenger to push the seat forward somewhat, facilitating egress.
At the same time, it is the case that such a passenger requires
assistance in arising and for this purpose grasps the back of the
chair ahead of him to rise. In so doing he exerts a backward force
on the back but this is resisted not only by the frictional
engagement of the cable 161 with the winch reel 160 but also by the
torsion rod 92 so that the back serves as a support to permit the
passenger to arise without pulling the back toward him.
FOOT REST
The action of the foot rest is illustrated in FIGS. 25-32. When the
footrest 48 is in the stored position as in FIG. 26, the pad 204 is
forced down by the outer panel 110, but when the footrest 49 is
turned down as in FIGS. 25 and 27, the pad is in a neutral
position. The pad can be turned back for a short person as in FIG.
28 or forward as in FIG. 29 for a taller person.
The footrest 49 includes as the essential reinforcing element, an
extruded member 206 (see particularly FIG. 32) which is enclosed in
a shell 205. The pad which this develops is completed at the end by
means of a right-hand end piece 207 and a left-hand end piece 208.
The end pieces are secured to the reinforcement 206 by means of
screws 209.
The pad thus assembled is disposed between a pair of arms 214 and
215 which are pivotally mounted on the frame 41. Each arm is
somewhat L-shaped and at the end opposite the mounting on frame 41
is equipped with an aperture for the receipt of a slotted shaft
210, two of which are provided. The slotted shafts 210 are
insleeved with springs 211 and 212 (see FIG. 30) and further
equipped with bushings 213 which are received within the extruded
reinforcement 206. Completing the assembly are stop pins 216 and
stops 217 and 218 on the end pieces 207 and 208.
In the operation of the device, the stop pin 216 hits the rear stop
217 to halt the pad in its rearward turn and hits the forward stop
218 to end the forward motion of the pad. The return of the pad to
its neutral position is achieved through the agency of the springs
211 and 212. These springs are identical but are installed
oppositely. The spring 211 is arranged to bring the pad back from
the rearward position of FIG. 28 and the spring 212 is arranged to
bring the pad back from the forward position of FIG. 29. Each
spring is turned so that it has 45.degree. of tension so that when
it is turned against itself it develops a maximum of 135.degree. of
tension to bring the pad back to neutral, and when it is turned the
other way it has a minus tension of 45.degree. which makes it
inactive, while the other spring is functioning. The springs are
set with 45.degree. tension to keep the pad rigid in the neutral
position so that it will not wobble or be noisy.
The plastic outer panel 110, in addition to cooperating with the
foot rest 48 as indicated previously, provides a deformable support
for the crash panel 114. As pointed out above, the crash panel 114
includes the thin sheet or piece of aluminum 108 and the foam pad
107. The foam pad 107 possesses its own tough skin so that it does
not have to be upholstered. The thin aluminum panel 108 becomes
energy-absorbing when struck a hard blow, so that when the occupant
of the chair behind (see FIG. 12) is thrown against the crash
panel, the aluminum deforms, absorbing the energy, thus preventing
the occupant from receiving a hard skull-fracturing blow.
While in the foregoing specification a detailed description of an
embodiment of the invention has been set down for the purpose of
illustration, many variations in the details herein given may be
made by those skilled in the art without departing from the spirit
and scope of the invention.
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