CHASSIS

CROSS REFERENCE TO RELATED APPLICATION

[0001] This application claims priority from and the benefit of U.S. Provisional Application Serial No. 61/356,931, entitled "MECHANICAL LOCKING FOOT FOR VEHICLE SEATING CHASSIS", filed June 21, 2010, which is hereby incorporated by reference in its entirety.

BACKGROUND

[0002] The invention relates generally to vehicle seating, and more specifically, to a mechanical locking foot for a vehicle seating chassis.

[0003] Vehicle seating typically includes a seat bottom and a seat back to support a driver or passenger. In certain seating configurations, both the seat bottom and seat back include a rigid chassis, cushions, and a fabric covering. The cushions are coupled to the rigid chassis, and the fabric covering is disposed about the assembly. The rigid chassis of the seat bottom serves to support the weight (i.e., vertical load) of the passenger, and couples the seat to a floor of the vehicle. In certain configurations, the seat bottom chassis includes a cushion support assembly, risers configured to support the cushion support assembly, and feet configured to secure the risers to the floor of the vehicle.

[0004] Certain seat bottom chassis are constructed from stamped components. For example, the risers, the feet and/or elements of the cushion support assembly may be formed by welding two stamped components together to form a complete structure. To establish proper alignment between each element of a two-piece welded structure, the elements are typically stamped with high-precision tools. Unfortunately, employing such high-precision tools to stamp elements of the seat bottom chassis significantly increases the cost of manufacturing vehicle seating. In addition, the process of welding each pair of elements together to form the two-piece structure may be time-consuming and expensive, thereby further increasing the manufacturing costs. Moreover, the two-piece welded construction of the risers, the feet and/or elements of the cushion support assembly may increase the weight of the vehicle seating, thereby resulting in decreased vehicle fuel efficiency.

BRIEF DESCRIPTION OF THE INVENTION

[0005] The present invention relates to a vehicle seating chassis including a riser configured to support a cushion support assembly. The vehicle seating chassis also includes a foot having an opening extending from a first side of the foot to a second side of the foot, and a channel formed along the second side of the foot. The foot is configured to receive a first end of the riser through the opening such that the first end of the riser extends into the channel.

[0006] The present invention also relates to a vehicle seating chassis including a one-piece foot having an opening configured to receive a tubular riser, and a channel positioned adjacent to the opening. The channel is configured to capture a first end of the tubular riser to mechanically lock the tubular riser to the one-piece foot.

[0007] The present invention further relates to a method of manufacturing a vehicle seating chassis including disposing a first end of a riser through an opening within a foot from a first side of the foot to a second side of the foot such that the first end of the riser extends into a channel formed along the second side of the foot.

DRAWINGS

[0008] FIG. 1 is a perspective view of an exemplary vehicle that may include a seating chassis having a mechanical locking foot configured to support a tubular riser.

[0009] FIG. 2 is a perspective view of an embodiment of a seating chassis that may be employed within the vehicle of FIG. 1, including a seat bottom chassis and a seat back chassis.

[0010] FIG. 3 is a perspective view of the seat bottom chassis shown in FIG. 2, including mechanical locking feet and tubular risers. [0011] FIG. 4 is a perspective view of the mechanical locking feet and tubular risers shown in FIG. 3.

[0012] FIG. 5 is a perspective view of a mechanical locking foot configured to support the tubular riser.

DETAILED DESCRIPTION

[0013] FIG. 1 is a perspective view of a motor vehicle 10 that may include a seating chassis having a mechanical locking foot configured to support a tubular riser. As illustrated, the vehicle 10 includes an interior 12 having a front seat 14 and a back seat 16. As discussed in detail below, the back seat 16 includes a seating chassis having one-piece mechanical locking feet configured to support tubular risers. Such a configuration may substantially reduce seat construction costs compared to seat chassis that include welded two-piece stamped components. Specifically, to establish proper alignment between each element of a two-piece welded structure, the elements are typically stamped with high-precision tools. As will be appreciated, employing such high-precision tools to stamp elements of the seating chassis significantly increases the cost of manufacturing vehicle seating. In addition, the process of welding each pair of elements together to form the two-piece structure may be time- consuming and expensive, thereby further increasing the manufacturing costs. In contrast, employing feet formed (e.g., via a stamping process) from a single piece of material obviates the welded connection associated with manufacturing two-piece stamped components. Furthermore, as discussed in detail below, the feet include a unique mechanical locking feature that enables the feet to be stamped with lower precision than two-piece welded feet. Consequently, the manufacturing costs associated with producing the feet may be significantly reduced. In addition, the risers may be fabricated via a tube forming process. As will be appreciated, tube forming is a significantly less expensive manufacturing process than constructing two-piece welded components. Moreover, the combination of one-piece feet and the tubular risers may serve to significantly decrease vehicle weight, thereby increasing fuel efficiency. [0014] FIG. 2 is a perspective view of an embodiment of a seating chassis that may be employed within the vehicle of FIG. 1, including a seat bottom chassis and a seat back chassis. In the present embodiment, the back seat 16 includes a seat bottom 18 and a seat back 20. As illustrated, a seating chassis 22 provides a substantially rigid structure for the seat bottom 18 and the seat back 20. In certain configurations, the seat bottom 18 includes a seat bottom chassis 24, one or more cushions, and a fabric covering. The seat bottom chassis 24 serves to support the weight of a passenger during normal vehicle operation and during high g-force events (e.g., rapid acceleration or deceleration, etc.). As discussed in detail below, the seat bottom chassis 24 also secures the seat bottom 18 to a floor of the vehicle 10, and provides a mounting surface for the seat back 20. One or more cushions may be coupled to the seat bottom chassis to provide passenger comfort, and the fabric covering may be disposed about the assembly to provide a desired appearance and/or to protect the internal components of the seat bottom 18. The seat back 20 may be constructed in a similar manner, i.e., from one or more cushions secured to a rigid chassis 26 and wrapped with a fabric covering. As discussed in detail below, the seat bottom chassis 24 includes one-piece feet having a mechanical locking feature configured to support tubular risers. Such a configuration may substantially reduce construction costs compared to chassis formed from two-piece welded components.

[0015] FIG. 3 is a perspective view of the seat bottom chassis 24 shown in FIG. 2, including mechanical locking feet and tubular risers. As illustrated, the seat bottom chassis 24 includes a cushion support assembly 28, front risers 30, front feet 32, rear risers 34 and rear feet 36. The cushion support assembly 28 is configured to secure the cushions to the seat bottom chassis 24, and the risers 30 and 34 are configured to maintain the cushion support assembly 28 at a desired height. The feet 32 and 36 are configured to secure the risers 30 and 34, respectively, to the vehicle floor. In this configuration, the seat bottom chassis 24 serves to support the weight of a passenger during normal vehicle operation and during high g-force events (e.g., rapid acceleration or deceleration, etc.). As discussed in detail below, the front risers 30, rear risers 34 and elements of the cushion support assembly 28 are fabricated using a tube forming process. Consequently, the risers 30 and 34, and the cushion support assembly 28 may be significantly lighter and less expensive to manufacture than similar components assembled by welding two stamped pieces together to form a complete structure.

[0016] As illustrated, the cushion support assembly 28 includes a front tube 38 and a rear tube 40, establishing a perimeter of the cushion support assembly 28. In the present embodiment, the front tube 38 and the rear tube 40 are coupled together with a pair of tube connectors 42. In certain embodiments, each tube 38 and 40 may be welded to each tube connector 42 to establish the completed structure. In addition, a pair of longitudinal support tubes 44 may be welded to the front and rear tubes 38 and 40 to further increase the strength of the assembly 28. Because the cushion support assembly 28 is formed from tubular members 38, 40 and 44, the assembly 28 may be lighter and less expensive to produce than cushion support assemblies formed from two-piece welded components.

[0017] In the present embodiment, the front risers 30 may be secured to the front tube 38 of the cushion support assembly 28 by a welded connection, and the rear risers 34 may be secured to the rear tube 40 by a welded connection. Because the front and rear risers 30 and 34 are also fabricated by a tube forming process instead of welding two stamped pieces together, the weight and cost of the chassis 24 may be further reduced. As discussed in detail below, each front riser 30 is secured to a corresponding foot 32 by a unique mechanical locking feature. Consequently, the feet 32 may be formed (e.g., via a stamping process) from a single piece of material using lower precision tools than two-piece welded feet. As a result, the manufacturing costs and weight of the feet may be significantly reduced, thereby providing a lighter and less expensive chassis 24. While the present embodiment includes risers 30 and 34, and components of the cushion support assembly 28 fabricated by a tube forming process, it should be appreciated that alternative embodiments may employ other manufacturing processes, such as stamping or molding, to form the risers 30 and 34 and/or the assembly 28.

[0018] FIG. 4 is a perspective view of the mechanical locking feet 32 and tubular risers 30 shown in FIG. 3. As illustrated, the risers 30 include a first end 46, a second end 48 and a vertical center section 50 extending between the first end 46 and the second end 48. In the present embodiment, the first end of each riser 30 is configured to interface with a corresponding foot 32 to secure the riser 30 to the floor of the vehicle 10. The second end 48 is configured to mount to the cushion support assembly 28, thereby establishing a desired height of the assembly 28. Accordingly, the first end 46 of the riser 30 extends along a longitudinal axis of the vehicle 10 and the second end 48 extends along a lateral axis. As illustrated, a first riser 30 includes a second end 48 extending in a first lateral direction, while a second riser 30 includes a second end 48 extending in a second lateral direction, opposite the first lateral direction. This configuration facilitates substantially equal spacing between the feet 32, as illustrated in FIG. 3.

[0019] As previously discussed, the first end 46 of the riser 30 is mechanically locked to the foot 32, thereby securing the riser 30 to the floor of the vehicle 10. As illustrated, the first end 46 of the riser 30 passes through an opening 52 within the foot 32 and into a channel 54. In the present embodiment, the opening 52 extends from a first side 56 of the foot 32 to a second side 58 of the foot 32, and the channel 54 is formed along the second side 58 of the foot 32. In this configuration, contact between the first end 46 of the riser 30 and the channel 54 mechanically locks the riser 30 to the foot 32. Specifically, a diameter 60 of the riser 30 is substantially similar to a width 62 of the channel 54. Consequently, lateral movement of the riser 30 with respect to the foot 32 is blocked by contact between the channel 54 and the first end 46 of the riser 30. Furthermore, as discussed in detail below, the first end 46 of the riser 30 may be welded to the channel 54. Therefore, movement of the riser 30 in the downward direction 64 may be blocked by the welded connection, as well as contact between the riser 30 and the floor of the vehicle 10. In addition, movement of the riser 30 in the upward direction 66 may be blocked by contact between a top portion 68 of the channel 54 and the riser 30.

[0020] As a result of the configuration described above, the mechanical lock between the riser 30 and the foot 32 may substantially block movement of the riser 30 with respect to the foot 32. For example, during a rear impact, the riser 30 may be urged in the upward direction 66. Due to the contact between the riser 30 and the upper portion 68 of the channel 54, the position of the riser 30 may be substantially maintained, thereby protecting the structure of the seating chassis 24 and vehicle occupants. Similarly, during a front impact, the riser 30 may be urged in the downward direction 64. Due to the welded connection and contact between the riser 30 and the floor of the vehicle 10, the position of the riser 30 may be substantially maintained, thereby protecting the structure of the seating chassis 24 and the vehicle occupants.

[0021] FIG. 5 is a perspective view of a mechanical locking foot 32 configured to support a tubular riser 30. In the illustrated embodiment, the foot 32 is stamped from a single piece of material, and the opening 52 and the channel 54 are formed during the stamping process. As a result, the foot 32 may be significantly lighter and less expensive to produce than a foot formed by welding two stamped pieces together to form a complete structure. In addition, as previously discussed, the mechanical locking feature is configured to maintain the connection between the foot 32 and the riser 30 during normal vehicle operation, and during rapid accelerations/decelerations, such as during a front or rear impact.

[0022] As illustrated, the foot 32 includes a pair of sidewalls 70 positioned on opposite lateral sides of the channel 54. As previously discussed, the sidewalls 70 are configured to block movement of the first end 46 of the riser 30 with respect to the foot 32. In certain embodiments, the first end 46 of the riser 30 may be secured to each sidewall 70 by a welded connection to further secure the riser 30 to the foot 32. Due to the thickness of the wire filler used to establish the welded connection, each sidewall 70 may be positioned within a tolerance substantially equal to one-half of the wire filler thickness. For example, in one embodiment, the wire filler is approximately 0.9 mm thick. In such an embodiment, each sidewall 70 may be positioned within a tolerance of 0.45 mm. As a result, the wire filler will be able to establish the welded connection between the riser 30 and the foot 32 even if the sidewalls 70 are positioned at their maximum tolerance. Because of the allowed sidewall tolerance, the foot 32 may be stamped with significantly less precision than two-piece welded components, thereby decreasing fabrication costs. While a 0.9 mm wire and a 0.45 mm tolerance are described above, it should be appreciated that other wire thicknesses and tolerances may be employed in alternative embodiments.

[0023] The illustrated foot 32 also includes a second opening 72 configured to receive a fastener (e.g., bolt, screw, etc.) to secure the foot 32 to the floor of the vehicle 10. During assembly of the vehicle seating, the seating chassis 22 may be fully constructed, the cushions and coverings may be attached, and then the chassis 22 may be secured to the floor of the vehicle 10 by inserting fasteners through the openings 72. In addition, to ensure that the seating is properly aligned with the floor of the vehicle, the illustrated foot 32 includes an alignment feature 74 coupled to the foot 32 by a bracket 76. The alignment feature 74 may be aligned with a corresponding recess within the vehicle floor to ensure proper seating alignment. Once installed, the vehicle seating chassis 22 may provide a light, yet substantially rigid structure for the rear seat 16.

[0024] While only certain features and embodiments of the invention have been illustrated and described, many modifications and changes may occur to those skilled in the art (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters (e.g., temperatures, pressures, etc.), mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited in the claims. The order or sequence of any process or method steps may be varied or re- sequenced according to alternative embodiments. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention. Furthermore, in an effort to provide a concise description of the exemplary embodiments, all features of an actual implementation may not have been described (i.e., those unrelated to the presently contemplated best mode of carrying out the invention, or those unrelated to enabling the claimed invention). It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation specific decisions may be made. Such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure, without undue experimentation.