DETAILED DESCRIPTION OF THE INVENTION

[0014] Preliminarily, it should be noted that certain terms used herein, such as “upper”, “lower”, “top”, “bottom”, “front”, “back”, “backward”, “forward”, “left”, “right”, “height”, “width”, “length”, and “side”, are used to facilitate the description of the preferred embodiment of the invention. Unless otherwise specified or made apparent by the context of the discussion, such terms should be interpreted with reference to the figure under discussion. Such terms are not intended as a limitation on the position in which the components of the invention may be used. Indeed, it is contemplated that the components of the invention may be easily positioned in any desired orientation for use.

[0015] Referring now to FIG. 1, a vehicle seat assembly, in accordance with this invention, is illustrated and indicated generally at 10 . The vehicle seat assembly 10 is ideally suited for a front seat of a two door vehicle but can be used for any seat position. The vehicle seat assembly 10 includes a generally vertical upper seat back 12 connected to a seat back support member 13 . The seat back 12 is operatively connected to a generally horizontal seat bottom 14 through a support assembly 15 and preferably at a pivot 16 . When an occupant is seated in the vehicle seat assembly 10 , the seat back 12 is disposed at an angle A 1 , generally within the range of from about 140 degrees to about 90 degrees to the seat bottom 14 . It should be noted that the seat back 12 and seat bottom 14 may be positioned at any suitable angle with respect to each other, preferably at an angle to provide maximum comfort and safety to one or more passengers. The adjustment of the seat angle A 1 is generally controlled by a recliner mechanism, indicated schematically at 18 . A portion of the recliner mechanism 18 is shown in FIG. 1 and is more clearly shown in FIGS. 2 and 3 and is described in more detail below. Likewise, when the vehicle seat assembly 10 is unoccupied, the angle A 1 may be any suitable angle as well, including zero. When the seat back 12 is adjusted in a forward position (at an angle that is less than 90 degrees to the seat bottom), the seat back 12 can be considered to be in a dump position, as shown in FIG. 8 . The seat dump mechanism 20 is described further below.

[0016] Referring now to FIG. 2 , depicted is a perspective view of a portion of the recliner mechanism 18 and impact control mechanism 23 as shown in FIG. 1 . The recliner mechanism 18 is generally designed to allow the occupant to adjust the angle A 1 between the seat back 12 and seat bottom 14 , as described above. An additional function of the recliner mechanism 18 is to support the normal operating loads acting on the seat 10 . Normal operating loads include supporting the weight of the occupant, resisting forces due to the weight of the occupant while shifting in the seat or during braking, and supporting minor impact forces. Minor impact forces are forces due to collisions at no or low speed, or those forces due to hard braking events. While some of the forces upon the seat 10 are described as impact forces, it should be understood that these forces can be caused by any source. The recliner mechanism 18 is preferably designed to support a maximum operating load that is at a set threshold level or force. The threshold level is preferably a level that is able to support an occupant's weight and movement during normal and minor impact loading as described above. As will be described below, an impact control mechanism 23 will be actuated at loads above the threshold level to support the seat back 12 relative to the seat bottom 14 . The actual recline device, shown schematically in FIG. 2 , can be any suitable recline mechanism that allows the seat occupant to adjust the angle A 1 of the seat back 12 relative to the seat bottom 14 . A preferred embodiment of the recliner mechanism 18 is a manual device such as a hand crank device such as is conventional in the art to move plates 50 and 52 relative to each other. When the seat is moved into a recline position, the dump mechanism projection 38 , pivots with the first arm 36 and catch 41 and remains engaged therewith.

[0017] The recliner 18 includes a deflection plate 22 which is preferably fastened to the seat back support member 13 at an upper portion 22 a . An intermediate plate 50 is fastened to the deflection plate 22 . The recliner 18 further includes an extension plate 52 which is connected to a second arm 40 , described below in more detail. The recliner 18 includes mechanisms (not shown) which can change the rotational relationship of the extension plate 52 relative to the intermediate plate 50 . The extension plate 52 is typically fixed relative to the support assembly 15 since the dump mechanism 34 fixes the second arm 40 relative to the support assembly 15 . Under normal operating loads the recliner deflection plate 22 is positioned as shown in FIG. 2 with the impact control mechanism 23 disengaged. If the seat back 12 is moved to a further reclined position or the seat 10 is absorbing forces below the threshold level, the deflection plate 22 preferably remains fixed relative to the seat back support member 13 such that the parts of the impact control mechanism, indicated generally at 23 , do not substantially move and therefore the impact control mechanism 23 remains disengaged. The deflection plate 22 is connected to a release plate 26 by a connecting arm 24 . The upper portion of the connecting arm 24 is preferably pivotally connected to a lower portion of the deflection plate 22 with the aid of a pivot link 28 pivotally connected to the seat back support member 13 at a pivot 28 a . During normal operating loads, all these components remain generally fixed relative to each other thereby maintaining the impact control mechanism 23 in a disengaged position. Since the recliner mechanism 18 preferably only supports forces less than a threshold level, the structure of the recliner mechanism 18 , including the deflection plate 22 , can be made of a lighter, less expensive material. Preferably, only one recliner 18 is used and mounted on one side of the seat back 12 . Since the recliner 18 only has to support normal operational loads, only one recliner 18 can be used, thereby reducing weight and costs.

[0018] As shown in FIG. 3 , the apparatus of FIG. 2 is shown after a force greater than the threshold force has been applied to the structure of the recliner mechanism 18 , via a force acting on the seat back support member 13 . These relatively large forces deform the deflection plate 22 , moving the lower portion of the plate upward or downward (depending on the direction of the applied force). A change in position of the deflection plate 22 causes rotation of the arm 24 about pivot 28 a . When the arm 24 changes position, the release plate 26 also rotates about pivot 31 due to the chance in position of the arm 24 . The recliner deflection plate 22 is shown in FIG. 3 in a deformed position which causes the impact control mechanism 23 to engage. In an engaged position, the seat back 12 preferably maintains a generally fixed angular position relative to the seat bottom 14 . This will allow the seat impact control mechanism 23 to absorb a greater amount of force vis-a-vis the occupant of the seat 10 .

[0019] The components of the impact control mechanism 23 include the deflection plate 22 , the connecting arm 24 , the pivot link 28 and the release plate 26 , described above. Additionally, the impact control mechanism 23 includes a crash latch 25 that has a plurality of fingers 25 a extending therefrom. The fingers 25 a engage or are attached to a corresponding plurality of pins 27 that are preferably spring-loaded and biased in a direction towards the support member 30 and are restrained in place against the release plate 26 . It can be appreciated that a single finger and single pin design could also be used in accordance with the invention. The release plate 26 preferably has a serrated profile having a plurality of alternating tabs and slots that are offset relative to the pins 27 of the crash latch 25 . When the impact control mechanism 23 is in its disengaged position the pins 27 contact the tabs 33 and are prevented from engaging the support member 30 . For example, as shown in FIG. 2 , the release plate 26 is positioned against guide plates 60 attached to the lower portion the seat back 13 and a side support member 30 having openings 65 formed therein formed in an arcuate pattern about the pivot 16 . The guide plates 60 and the support member 30 are connected by any conventional means to the support assembly 15 which further connects the seat assembly to the vehicle frame. It is preferred that the guide plates 60 are positioned on both sides of the support member 30 and pivot with the seatback 12 and impact control mechanism 23 . It is further preferred that the lower portion of the guide plates 60 have a plurality of apertures 61 formed therethrough such that the pins 27 can pass through the apertures of the guide plates 60 when the impact control mechanism 23 is engaged. Rotation of the release plate 26 relative to the seat back 12 , such as can occur during a large impact load, will cause the pins 27 to move through the slots 35 of the release plate 26 around the tab portions 33 of the serrated profile and into engagement with the side support member 30 . Of course, any suitable locking arrangement can be used between the release plate 26 and crash latch 25 . Therefore, as the seat back 12 moves forward or backward under the relatively large impact force the deflection plate 22 will deform causing rotation of the release plate 26 , thereby causing the impact control mechanism 23 to engage.

[0020] Illustrated in FIG. 4 is the impact control mechanism 23 according to the present invention. Particularly, the crash latch 25 , pins 27 and release plate 26 are illustrated in a disengaged position. The release plate 26 has a generally rectangular shape with a pivot point 31 wherein the plate 26 is attached to the seatback support member. Within the body of the plate 26 , there is an opening 37 that is preferably sized such that the crash latch 25 can be positioned therein. The crash latch 25 is preferably directly attached to the seatback support member 13 . Based on this structure, the release plate 26 can pivot about the pivot point 31 independently from the crash latch 25 . The lower end of the release plate 26 preferably has a serrated profile defining a plurality of tabs 33 and slots 35 . In the non-engaged or disengaged position, the tab portion 33 of the serrated profile prevents the pins 27 from passing beyond the release plate 26 . Therefore, the release plate 26 is preferably positioned behind the crash latch 25 and engages a portion of the pins 27 . The crash latch 25 is preferably connected to the seatback support member 13 and is positioned within the opening 37 formed on the release plate 26 . The crash latch 25 also has a plurality of fingers 25 a extending therefrom. At a distal end of the crash latch 25 , the pins 27 preferably have a plurality of pins 27 formed thereon. Alternatively, the fingers 25 a could be adapted to engage pins 27 that are not integrally formed with the fingers 25 a . It is preferred that the fingers 25 a project away from the base of the crash latch 25 yet are somewhat resilient such that the fingers 25 a press against the pins 27 , forcing the pins 27 towards the seat and side support member 30 . It should be appreciated that the invention can include a crash latch 25 having any number of fingers 25 a , or have any suitable design that allows the latch 25 to bias pins 27 towards the side support member 30 . The pins 27 are preferably generally cylindrical (but can have any suitable shape) and are adapted to move past the slots 35 and fit into the openings 65 formed in the seat support member 30 .

[0021] Illustrated in FIG. 5 is the portion of the impact control mechanism of FIG. 4 shown in an engaged position. The release plate 26 is shown in a shifted position, such as would occur when a force greater than a threshold force acts upon the seat thereby creating a need for the impact control mechanism 23 to actuate. Although the release plate 26 is shown shifted in a first direction, it should be appreciated that the release plate 26 can also shift in a second direction. As the release plate 26 shifts, the tabs 33 move away from the pins 27 thereby exposing the pins 27 to the slots 35 . When the pins 27 are aligned with the slots 35 of the release plate 26 , the fingers 25 a of the crash latch 25 move the pins 27 through the slots 35 and into engagement with the support member 30 .

[0022] Illustrated in FIG. 6 is a cross sectional view of the impact control mechanism through line 6 - 6 of FIG. 2 . In this view the impact control mechanism 23 is in a disengaged position similar to that described with respect to FIG. 4 . The seat back support member 13 is positioned generally above the center rail of the side support member 30 . Connected to the seatback support member 13 are a pair of guide plates 60 that are positioned on either side of the seatback support member 13 . The guide plates 60 are preferably attached to the seatback support member 13 such that the guide plates 60 only pivot with the seatback 12 and not with the release plate 26 . The guide plates 60 have a plurality of openings 61 that are adapted to allow the pins 27 to pass therethrough when the pins 27 are aligned with the slots 35 of the release plate 26 and the openings 65 in the side support member 30 . Pivotably attached to the outer guide plate 60 and seatback support member 13 is the release plate 26 . As described above, the release plate 26 shifts when the arm 24 is moved due to a deflection of the deflection plate 22 by a force applied to the seat. The release plate 26 preferably pivots about a pivot point 31 such that the release plate 26 can move relatively easily with respect to the force applied by the motion of the arm 24 . Formed within the release plate 26 is an opening 37 that allows the crash latch 25 to be affixed to the guide plate 60 or seatback support member 13 . The size of the opening 37 is preferably such that the release plate 26 can pivot without interfering with the crash latch 26 . Positioned within the opening 37 is the crash latch 25 . The crash latch 25 is attached to the seat as described above. At least one finger 25 a , and preferably a plurality of fingers, extends from the crash latch 25 and engage a pin 27 or pins at a distal end. As illustrated, the pins 27 engage the tab portions 33 of the release plate 26 .

[0023] Shown in FIG. 7 is a cross-sectional view of the impact control mechanism 23 through line 7 - 7 of FIG. 3 . In this view, the impact control mechanism 23 is in an engaged position. Therefore, the release plate 26 has shifted, as described above. Upon the shifting of the release plate 26 , the tabs 33 of the release plate 26 also shift thereby allowing the pins 27 to pass through the slots 35 of the release plate 26 , the openings 61 in the first guide plate 60 , the openings 65 of the side support member 30 , and the openings 61 of the second guide plate 60 . The fingers 25 a of the crash latch 25 , therefore, preferably are adapted to resile against the release plate 26 such that when the release plate is shifted, the fingers 25 a press the pins 27 into engagement with the guide plates 60 and side support member 30 . It is preferred that the pins 27 protrude through the guide plates 60 and side support member 30 due to the increased structural stability such a configuration provides. Particularly, a force would have to shear the pins 27 in order to cause the impact control mechanism 23 to fail. If the pin 27 only engaged a finger 25 a and the side support member 30 , it might be possible for the members to deform with respect to each other allowing the pin 27 to “pop out” of engagement with the side support member 30 . Causing a pin 27 to shear is generally more difficult to accomplish.

[0024] Referring now to FIG. 8 , the vehicle seat assembly 10 is shown with the seat back 12 in a dump position and at an angle A 1 less than 90 degrees relative to the seat bottom 14 . The seat dump mechanism, indicated generally at 20 , is preferably operable in a positioning mode to change the rotational position of the seat back 12 relative to the seat bottom 14 in a forward manner having a relatively small angle A 1 to permit access to a rear seat area, for example. In a preferred embodiment, the seat bottom 14 is fixed to a track assembly 32 which provides fore and aft movement of the seat 10 relative to the vehicle (not shown). The track assembly 32 is preferably operatively connected to the vehicle frame (not shown). The dump mechanism 20 includes a dump latch (not shown) that activates the dump mechanism 20 .

[0025] As shown in FIG. 8 , the dump mechanism 20 further includes a first arm 36 that is pivotally connected at one end to a support member 15 that is connected to the upper seat rail of the seat 10 . At a second end, the first arm 36 includes a recess 37 that accepts a projection 38 of a second arm 40 . The second arm 40 is preferably connected at a second end to a portion of the recliner 18 or a portion of the seat back support member 13 . The second arm 40 and the seat back support member 13 are preferably fixed with respect to one another and pivoted to the support member 15 about the pivot 16 . A catch 41 is preferably fixed to the support member 15 and prevents the projection 38 of the second arm 40 from moving upward. When the dump latch mechanism 20 is activated, the first arm 36 is pivoted downwardly, as seen in FIG. 8 , thereby releasing the projection 38 from the recess 37 to permit the second arm 40 and seat back support member 13 to rotate about the pivot 16 in a generally counter-clockwise direction, as viewing FIG. 8 . The seat 10 can be positioned so that the angle A 1 between the seat back 12 and seat bottom 14 is less than 90 degrees. Sufficient return motion of the seat back 12 in a generally clockwise direction will relatch the dump mechanism 20 as shown in FIG. 8 .

[0026] Preferably, the recline point and dump pivot are concentric with one another and located relatively high on the seat back 12 , so that the same pivot axis is suitable for both functions. However, the axis of the recliner and dump mechanisms could be eccentric if so desired. By positioning the dump pivot point at a relatively high position will allow the seat back 12 to fold over the seat bottom 14 and particularly a generally thick seat cushion, thereby allowing the position angle A 1 to be near zero, with the seat back 12 near horizontal.

[0027] The dump latch mechanism 20 can also be used to move the seat back 12 to a generally horizontal position so that the back surface of the seat back can be used as a table. The back surface of the seat back 12 can optionally have any suitable structures to perform this function, such as cup holders, storage compartments, etc.

[0028] Illustrated in FIG. 9 is an alternate embodiment of the present invention. As stated above, a single recliner mechanism 18 is positioned on one side of the seat 10 . Preferably, however, both sides of the seat back support member 13 are equipped with impact control mechanisms 23 , as shown in FIG. 9 , to provide additional support during high impact loads. Additionally, it is preferred that the impact control mechanism 23 is made of a stronger material than the recliner mechanism 18 such that the impact control mechanism 23 can tolerate a larger application of force.

[0029] In a preferred embodiment with the impact control mechanism 23 on both sides of the seat back support member 13 , the mechanism further includes a second pivoting link 28 and an impact control mechanism 23 (connecting arm 24 , release plate 26 , crash latch 25 , support member 30 , side plates 60 ). A connecting rod 62 can be located between the pair of pivot links 28 on either side of the support member 12 to cause simultaneous rotation of the links 28 to rotate the respective release plates 26 for engagement of the pair of impact control mechanisms 23 . Operation of the impact control mechanism 23 would be substantially as with respect to the above-described embodiments. Although the recline and dump mechanisms are only shown on one side of the vehicle seat as illustrated in FIG. 9 , it should be understood that the recline and dump mechanism can be on either or both sides of a seat.

[0030] The principle and mode of operation of this invention have been described in its preferred embodiments. However, it should be noted that this invention may be practiced otherwise than as specifically illustrated and described without departing from its scope.