Seat suspension system for transport vehicles for belt-type seats

Abstract

A seat suspension system for a vehicle does not include scissor mechanisms or pivot joints to improve lateral stability and substantially eliminate deflection during operation, testing, and / or crashes. In particular, the seat suspension system includes an inner element capable of sliding within a static outer element, thereby ensuring lateral stability and enabling the system to withstand high loads while substantially eliminating the deflection experienced in conventional seat suspension systems.

Description

Technology Field

[0001] This application claims the benefit of priority of U.S. Provisional Application No. 18 / 408,004 filed January 9, 2024, the entirety of which is incorporated herein by reference. Background Technology

[0002] Conventional automotive seat suspension systems involve the use of scissor mechanisms equipped with deleveraged air springs and dampers. These typically utilize pneumatic air springs and viscous oil dampers, and most controls available on the seat are manually adjustable. However, scissor mechanisms are known to have poor lateral stability due to the sheer number of pivot joints that move to allow the seat to rise and fall. For these systems to be used in heavy transport vehicles such as semi-trucks, they must pass Federal Motor Vehicle Safety Standards (FMVSS) 207 / 210 (seatbelt anchorage strength). While many scissor mechanisms pass the test, they undergo significant deformation, which can render the system unusable following similar incidents on the road. Although suspension seats are relatively common in trucks and heavy transport vehicles, there is a need for them in the high-performance luxury car market. Therefore, there is a need and demand for improved seat suspension systems that do not suffer from the operational issues associated with scissor suspension mechanisms.

[0003] The present disclosure relates to a seat suspension system for a means of transport that does not include a scissor mechanism or pivot joint to improve lateral stability and substantially eliminate deformation, for example, during crashes and tests. In particular, the present disclosure relates to a seat suspension system comprising an inner element capable of sliding within a static outer element, which enables the system to withstand high loads while ensuring lateral stability and substantially eliminating the deformation experienced in conventional seat suspension systems.

[0004] In one or more embodiments, the seat suspension system for a vehicle includes a dynamic seatbelt retractor. In one or more embodiments, the seat suspension system for a vehicle includes a damper element. The linkage of the damper element may be configured to provide a progressive damping response to the seat suspension travel of the vehicle, which increases the magnitude of the damping force at the seat as it approaches the end of the travel. In one or more embodiments, the seat suspension system for a vehicle includes a vertical displacement member. The vertical displacement member may be attached to the external and internal elements of the suspension system and may have a 1:1 travel, which provides a more consistent spring constant compared to a conventional scissor lift mechanism.

[0005] In some embodiments, a seat suspension system for a means of transport is provided. The system comprises an outer element configured to be coupled to the floor of the means of transport, an inner element configured to be coupled to a seat pan and configured to be slidably coupled within the outer element, and a spring received within the inner element and coupled to the inner element, wherein the spring is configured to control the vertical displacement of the inner element and the seat pan.

[0006] In some embodiments, the seat suspension system for a means of transport further includes at least two linear motion elements configured to guide the vertical displacement of the inner element.

[0007] In some embodiments, the transport vehicle seat suspension system further includes a seat belt retractor received in the inner element, and the seat belt retractor is coupled to the inner element.

[0008] In some embodiments, the seat suspension system for a means of transport further includes a damper coupled to the seat pan, and the damper is additionally coupled to the outer element.

[0009] In some embodiments, the seat suspension system for a means of transport further includes an interlocking mechanism engaged between the inner element and the outer element.

[0010] In some embodiments, a seat suspension system for a means of transport is provided. The system comprises an outer element configured to be coupled to the floor of the means of transport, an inner element configured to be coupled to a seat pan and configured to slide within the outer element, and a vertical displacement member received within the inner element and coupled to the inner element, wherein the vertical displacement member is configured to control the vertical displacement of the inner element and the seat pan. Brief explanation of the drawing

[0011] FIG. 1 illustrates a perspective view of an exemplary suspension system for use in a seat for a means of transport, according to one embodiment of the present disclosure. FIG. 2 illustrates a cross-sectional view in the X and Y planes of a system according to one embodiment of the present disclosure. FIG. 3 shows an enlarged view of one of the bearing stacks shown in FIG. 2 according to one embodiment of the present disclosure. FIG. 4a illustrates a cross-sectional view of an exemplary bearing stack in a fully compressed state according to one embodiment of the present disclosure. FIG. 4b illustrates a cross-sectional view of an exemplary bearing stack in a partially compressed state according to one embodiment of the present disclosure. FIG. 4c illustrates a cross-sectional view of an exemplary bearing stack in a fully extended state according to one embodiment of the present disclosure. FIG. 5a illustrates a cross-sectional view of a rear end stop in a fully compressed state according to one embodiment of the present disclosure. FIG. 5b illustrates a cross-sectional view of a rear end stop in a partially compressed state according to one embodiment of the present disclosure. FIG. 5c illustrates a cross-sectional view of a rear end stop in a fully extended state according to one embodiment of the present disclosure. FIG. 6a illustrates a cross-sectional view of a system disposed on a sheet for a transport vehicle in a fully compressed state according to one embodiment of the present disclosure. FIG. 6b illustrates a cross-sectional view of a system disposed on a partially compressed sheet for a transport vehicle according to one embodiment of the present disclosure. FIG. 6b illustrates a cross-sectional view of a system disposed on a fully extended sheet for a transport vehicle according to one embodiment of the present disclosure. FIG. 7 illustrates a damper subassembly having force vectors over the entire seat travel according to one embodiment of the present disclosure. FIG. 8 illustrates an exemplary seat for a means of transport connected to a seat suspension system for a means of transport according to one embodiment of the present disclosure. Specific details for implementing the invention

[0012] The present disclosure relates to a seat suspension system for a means of transport that generally facilitates lateral stability of the seat and facilitates anterior-posterior stability of the seat, such as during a frontal collision, thereby substantially eliminating displacement occurring in conventional seat suspension systems. Importantly, the conventional scissor lift mechanism is replaced with a sliding mechanism configured to provide anterior-posterior and lateral stability. Additionally, the seat belt and retractor may be integrated onto the seat, ensuring that there is no relative movement between the seat occupant and the seat belt retractor.

[0013] The system comprises an outer element that can be coupled to a seat track subassembly of a vehicle, an inner element configured to be slidably coupled within the outer element, and at least two bearing stacks configured to engage between the inner element and the outer element. In some embodiments, there are four bearing stacks configured to engage between the inner element and the outer element. In some embodiments, the outer element comprises a front outer element and a rear outer element. In some embodiments, the outer element is a vertically static element, meaning that it can move along the X-axis along the seat track assembly but does not move along the Z-axis. In some embodiments, each bearing stack comprises a linear motion element and a cage assembly, two steel races configured to allow the linear motion element to slide or roll, and a conforming shim configured to absorb any dimensional variation of the gap between the outer element and the inner element. In some embodiments, each of the at least two bearing stacks comprises a linear motion element, which may be at least one of a linear bearing, an electromagnetic track, a needle bearing, and / or a dry bearing. In some embodiments, an internal element partitions the cavity. In some embodiments, the cavity may accommodate a seat belt retractor and an air spring. In some embodiments, the cavity may accommodate a seat belt retractor and an electromagnetic system configured to control the vertical displacement of the seat in the Z direction.

[0014] Now, referring to FIG. 1, an exemplary seat suspension system (100) for a means of transport is illustrated. An outer element (110) may be configured to be coupled to a seat track subassembly (107) that can be coupled to the floor of the means of transport. In some embodiments, the outer element (110) includes a front outer element (115) and a rear outer element (120). The rear outer element (120) may be configured to be coupled to the front outer element (115) so as to together form the outer element (110). An inner element (130) may be configured to be slidably engaged within the outer element (110). The inner element (130) may be configured to be coupled to a seat pan (105). A person skilled in the art will understand that the relationship between the inner element (130) and the outer element (110) can be switched so that the inner element (130) can be configured to be coupled to the seat track subassembly (107) and the outer element (110) can be configured to be coupled to the seat pan (105).

[0015] At least two bearing stacks (150) may be positioned between the outer element (110) and the inner element (130). In some embodiments, at least two bearing stacks (150) may include at least one of a linear bearing, an electromagnetic track, a needle bearing, and / or a dry bearing. In some embodiments, four bearing stacks (150) may exist, as in the embodiment shown in FIG. 1. In some embodiments, four bearing stacks (150) may be positioned at each of the four corners of the outer element (110). In some embodiments, the four bearing stacks (150) may be inclined at an angle of approximately 45 degrees with respect to the X-axis and Y-axis (as shown in FIG. 2).

[0016] In some embodiments, the inner element (130) partitions the cavity (170). In some embodiments, a spring (140) may be coupled to the inner element (130) and accommodated in the cavity (170). The spring (140) may be configured to control the vertical displacement of the inner element (130) and the seat pan (105). The spring (140) may be either an air spring or an electromagnetic suspension system. In some embodiments, the spring (140) is a pneumatic air spring, which may be coupled to a valve block (145). The spring (140) coupled to the inner element (130) provides the inner element (130) with the ability to move along the Z-axis when the spring is compressed or extended. The valve block (145) may also be accommodated within the cavity (170). In some embodiments, the seat belt retractor (160) may be accommodated within the cavity (170), which allows the seat belt to be supported solely by the seat without requiring a structure outside the seat, such as the walls of the vehicle. The inner element (130) may be configured to be coupled to the seat pan (105), which allows the seat pan (105) to move along the Z-axis together with the inner element (130) (as discussed in more detail below in relation to FIG. 4a). In the illustrated embodiment, the seat belt retractor (160) may be connected to the inner element (130) from below the seat pan (105). In some embodiments, the inner element (130) may be coupled to the seat pan (105) with bolts and / or screws, so that the seat can withstand the heavy load required under FMVSS 207 / 210 without breaking off from the inner element (130). In some embodiments, the outer element (110) may be formed of at least one of metal and / or high-strength plastic. In some embodiments, the inner element (130) may be formed of at least one of metal and / or high-strength plastic. In some embodiments, the metal may be one of aluminum and / or steel.

[0017] Now, referring to FIG. 2, a cross-sectional view of an exemplary system (100) in the XY plane is shown. In some embodiments, the system (100) may include an interlocking element to prevent an inner element (130) from moving away from an outer element (110). In some embodiments, the interlocking element includes a T-shaped member (210) coupled to the outer element (110), and a C-shaped feature (230) on the inner element (130) configured to receive the T-shaped member (210). In some embodiments, the T-shaped member (210) may be maintained with a nominal clearance from the C-shaped feature (230) during normal operation of the system (100). When a forward and backward force is applied to the seat pan (105) of a transport vehicle, as in a seat belt anchorage strength test, the T-shaped member (210) and the C-shaped feature (230) may come into contact, thereby effectively acting as a braking mechanism to prevent the inner element (130) from detaching from the outer element (110). In some embodiments, a plurality of interlocking elements may be located around the system (100). In some embodiments, one T-shaped member (210) and one C-shaped feature (230) may be located across the inner element (130) and face each other.

[0018] As illustrated in FIGS. 2 and FIGS. 5c, in some embodiments, the interlocking element may include a rear end stop (220) coupled to an inner element (130) and an overhang (510) coupled to a rear outer element (120). In some embodiments, the overhang (510) may be formed integrally with the rear outer element (120). During the fully extended state 430 of the system (100), the rear end stop (220) and the overhang (510) may come into contact to prevent any further movement in the +Z direction. The overhang (510) is also configured to prevent the inner element (130) from separating from the outer element (110).

[0019] As illustrated in FIG. 2, in some embodiments, the system (100) may include four bearing stacks (150) each located at the corners of the outer element (110). In some embodiments, the inner element (130) may accommodate a spring (140) and a seatbelt retractor (160). In some embodiments, the spring (140) may be an air spring, and the inner element (130) may also accommodate a valve block (145) configured to be connected to the air spring. The height of the air spring may be controlled in a closed-loop manner using solenoid valves and position sensors within the valve block (145) to charge and discharge air from the spring. The occupant may use this system to electronically adjust the height of the seat. In some embodiments, the spring (140) may be directly attached to the outer element (110) and the inner element (130) to have 1:1 travel. Compared to a scissor lift mechanism, this can provide a more consistent spring constant for a given occupant within the seat height adjustment window.

[0020] Now, referring to FIG. 3, an enlarged view of an exemplary bearing stack (150), such as one of the stacks (150) illustrated in FIG. 2, is shown. According to the present disclosure, each bearing stack (150) may be composed of a first race (152) coupled to an outer element (110), a cage (154), at least one linear motion element (155) held by the cage (154), a second race (156), and a conforming shim (158) configured to be coupled between the second race (156) and an inner element (130). The illustrated bearing stack (150) is configured to guide the vertical displacement of the inner element (130) and allows the inner element (130) to slide along the Z-axis relative to the outer element (110). The first race (152) and the second race (156) may be formed from steel, aluminum, and / or plastic. In some embodiments, the linear motion element (155) may be at least one of a linear bearing, an electromagnetic track, a needle bearing, and / or a dry bearing. The conforming shim (158) may allow for low-friction operation of the system (100) and absorb dimensional variations in the gap between the outer element (110) and the inner element (130). In some embodiments, there are four bearing stacks (150). In some embodiments, the four bearing stacks (150) are each configured to be placed in one of the four zones of the outer element (110). In some embodiments, the four zones may be the four corners of the outer element (110). In some embodiments, four bearing stacks (150) are each placed at the corners of the outer element (110) such that the face of each bearing stack (150) faces 45 degrees with respect to the X and Y axes, which allows load support in both the X and Y axes while providing low-friction movement of the inner element (130) along the Z axis.

[0021] Now, referring to FIG. 4a, a cross-sectional view of an exemplary bearing stack (150) during the fully compressed state (410) of the system (100) is shown. In the fully compressed state (410), the second race (156) may be located further down in the -Z direction than the first race (152). In some embodiments, the cage (154) may be partially extended along the -Z axis than the first race (152) without extending further than the second race (156).

[0022] As illustrated in FIG. 4a, in some embodiments, the seat pan (105) may be joined to the inner element (130) using at least a first connector (460). The first connector (460) may be one of a screw and / or a bolt.

[0023] Now, referring to FIG. 4b, a cross-sectional view of an exemplary bearing stack (150) during a partially compressed state (420) of the system (100) is shown. In the partially compressed state (420), the second race (156) may be in approximately the same position as the first race (152) along the Z-axis. In some embodiments, during the partially compressed state (420), the cage (154) may not extend beyond either the first race (152) or the second race (156).

[0024] As illustrated in FIG. 4b, in some embodiments, the spring (140) may be coupled to the inner element (130) using at least a second connector (470). The second connector (470) may be one of a screw and / or a bolt.

[0025] Now, referring to FIG. 4c, a cross-sectional view of an exemplary bearing stack (150) during the fully extended state (430) of the system (100) is shown. In the fully extended state (430), the second race (156) may be higher in the +Z direction than the first race (152). In some embodiments, during the fully extended state (430), the cage (154) may be further extended along the +Z axis with respect to the first race (152) rather than with respect to the second race (156).

[0026] As illustrated in FIG. 4c, in some embodiments, the first race (152) may be joined to the outer element (110) using at least a third connector (480). In some embodiments, the second race (156) may be joined to the inner element (130) using at least a fourth connector (490). The third connector (480) and the fourth connector (490) may be either screws and / or bolts. In some embodiments, a conforming seam (158) may be joined between the second race (156) and the inner element (130) to absorb dimensional variations in the gap between the outer element (110) and the inner element (130). The conforming seam (158) may be joined to the second race (156) and the inner element (130) using the same fourth connector (490).

[0027] Now, referring to FIGS. 5A, 5B, and 5C, cross-sectional views of the rear end stop (220) are shown during a fully compressed state (410), a partially compressed state (420), and a fully extended state (430), respectively. In some embodiments, as illustrated by comparing the different states (410, 420, 430), the seatbelt retractor (160) may be coupled to the inner element (130). The coupling of the seatbelt retractor (160) to the inner element (130) enables the seatbelt retractor (160) to maintain its position relative to the seat pan (105), thereby providing little to no relative movement of the seatbelt on the occupant's shoulder of the seat pan (105) during movement along the Z-axis. As illustrated in FIG. 5B, the rear end stop (220) may be coupled to the inner element (130). As shown in FIG. 5c, the first lace (152) can be joined to the outer element (110).

[0028] Now, referring to FIG. 6a, a cross-sectional view of an exemplary system (100) arranged as a sheet for a transport vehicle when the system (100) is in a fully compressed state (410) is shown. The system (100) may include a damper subassembly (600). In some embodiments, the damper subassembly (600) may include a crank-slider linkage (610). The crank-slider linkage (610) allows the stroke and length requirements of the damper subassembly (600) to be reduced for easier mechanical packaging. In some embodiments, the damper subassembly (600) may be located outside the outer element (110) and the inner element (130). This provides easy access for replacing any part of the damper subassembly (600) to change the damping force. The damping force can be tuned without changing the internal damping valve by performing useful fine adjustments to the link lengths and attachment points of the various parts of the damper subassembly (600). The damping force affects the suspension performance of the system (100). In some embodiments, the damper subassembly (600) may be coupled to an external element (110).

[0029] Now, referring to FIGS. 6b and 6c, a cross-sectional view of an exemplary system (100) arranged as a seat for a transport vehicle is shown when the system (100) is in a partially compressed state (420) and a fully extended state (430), respectively. As illustrated by comparing the two states 420 and 430, the position of the crank-slider link device (610) may be related to the position of the spring (140). When the spring (140) is extended, the crank-slider link device (610) may be extended. When the spring (140) is compressed, the crank-slider link device (610) may be compressed. In some embodiments, the rate of the spring (140) and the rate of the crank-slider link device (610) may be different.

[0030] Now, referring to FIG. 7, a damper subassembly (600) having force vectors (620, 630) in various states (410, 420, 430) of seat travel is illustrated. In the fully compressed state (410), the damper force (620) from the crank-slider linkage device (610) may generally be in the +Z direction. The seat force (630) on the seat pan (105) may also generally be in the +Z direction. In the partially compressed state (420), the damper force (620) from the crank-slider linkage device (610) may generally be in the +Z direction. The seat force (630) on the seat pan (105) may also generally be in the +Z direction. However, in the fully extended state (430), the damper force (620) from the crank-slider linkage device (610) may generally be in the -Z direction. The seat force (630) on the seat pan (105) can also generally be in the -Z direction. The reason for these force variations is that the crank-slider linkage unit (610) is included as part of the damper subassembly (600). The crank-slider linkage unit (610) provides a progressive damping response to the seat suspension travel, increasing the magnitude of the damping force on the seat as it approaches the fully extended state (430). The progressive damping response provides a deceleration of the spring mass, which reduces the likelihood of the rear end stop (220) coming into contact with the overhang (510) during high-impact road driving.

[0031] Now, referring to FIG. 8, an exemplary transport seat (800) is illustrated, in which a transport seat suspension system (100) is disposed therein. In some embodiments, a hole (810) configured to receive a seat belt from a seat belt retractor (160) may be present in the seat back (820). In some embodiments, the transport seat (800) may have controllers (830) located on the surface of the seat configured to electronically control the position of the transport seat (800). In some embodiments, the transport seat (800) may have at least one manual controller located at at least one position adjacent to the transport seat (800). A person skilled in the art will understand the location of the manual controllers. In some embodiments, a protective cover (840) may be inserted to surround the outer element (110) and the damper subassembly (600). In some embodiments, the protective cover (840) may be attached to the external element (110). In some embodiments, the protective cover (840) is removable, which allows access to the system (100) so that the system (100) can be maintained.

[0032] The present disclosure is not limited to the specific systems, devices, and methods described, and these may be modified. The terms used in the description are intended to describe only specific versions or embodiments and are not intended to limit the scope of the present disclosure.

[0033] The following terms have the respective meanings set forth below for the purposes of this application. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art. Nothing in this disclosure shall be construed as an acknowledgment that the embodiments described herein are not qualified to precede this disclosure by prior art.

[0034] As used herein, the singular forms “one (a, an)” and “the” include plural references unless the context clearly indicates otherwise. Thus, for example, a reference to “element” refers to one or more elements and their equivalents known to those skilled in the art.

[0035] As used herein, the term “about” means plus or minus 10% of the numerical value used together. Thus, about 50 mm means within the range of 45 mm to 55 mm.

[0036] As used herein, the term “consists of” means that the device or method comprises only the elements, steps, or components specifically described in a particular claimed embodiment or claim.

[0037] In embodiments or claims where the term "comprising" is used as a transitional phrase, such embodiments may be imagined as replacing the term "comprising" with the term "consisting of" or "consisting essentially of."

[0038] Although the present disclosure has been illustrated by the description of exemplary embodiments and the embodiments have been described in specific detail, the applicant does not intend to limit the scope of the appended claims to these details or to limit them in any way. Additional advantages and modifications will readily appear to those skilled in the art. Accordingly, the present disclosure is not limited to any specific details, representative devices and methods, and / or exemplary examples shown and described in a broader sense. Accordingly, one may depart from these details without departing from the spirit or scope of the applicant’s general concept of the invention.

[0039] With respect to the use of substantially any plural and / or singular terms in this specification, those skilled in the art may translate from plural to singular and / or singular to plural as appropriate to the context and / or application. Various singular / plural substitutions may be explicitly stated in this specification for clarity.

[0040] Furthermore, even if a specific number is explicitly stated, a person skilled in the art will recognize that such statement should be interpreted to mean at least the stated number (for example, a simple statement "two statements" without other modifiers means at least two statements, or two or more statements). Additionally, where conventions similar to "at least one of A, B, and C, etc." are used, such configuration is generally intended to mean that a person skilled in the art understands the convention (for example, "a system having at least one of A, B, and C" includes, but is not limited to, A alone, B alone, C alone, A and B together, A and C together, B and C together, and / or a system having A, B, and C together). Where conventions similar to “at least one of A, B, or C, etc.” are used, such configurations are generally intended to be understood by those skilled in the art in the sense that they would understand the convention (e.g., “a system having at least one of A, B, or C” includes, but is not limited to, A alone, B alone, C alone, A and B together, A and C together, B and C together, and / or a system having A, B, and C together, etc.). It will be further understood by those skilled in the art that any substantially optional word and / or phrase presenting two or more alternative terms in the description, exemplary embodiments, or drawings should be understood to consider the possibility of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibility of “A” or “B” or “A and B”.

[0041] Furthermore, where the features of the present disclosure are described in the context of Markush groups, those skilled in the art will recognize that the present disclosure is thereby also described in the context of individual members of the Markush groups or subgroups of the members.

[0042] The various functions and other features and functions disclosed above, or alternatives thereof, may be combined into a number of different systems or applications. Various alternatives, modifications, variations, or improvements that are not currently anticipated or expected may be made in the future by those skilled in the art, each of which is also intended to be encompassed by the disclosed embodiments.

Claims

Claim 1 A seat suspension system for a means of transport, comprising: an outer element configured to be coupled to the floor of the means of transport; an inner element configured to be coupled to a seat pan, wherein the inner element is configured to be slidably coupled within the outer element; and a spring received within the inner element and coupled to the inner element, wherein the spring is configured to control the vertical displacement of the inner element and the seat pan. Claim 2 A seat suspension system for a means of transport, comprising at least two linear motion elements configured to guide the vertical displacement of the internal element in claim 1. Claim 3 A seat suspension system for a means of transport, wherein, in paragraph 2, the at least two linear motion elements comprise four linear motion elements, and each linear motion element is located in one of four zones of the outer element. Claim 4 A seat suspension system for a means of transport, wherein the at least two linear motion elements comprise: a linear bearing; a cage configured to hold the linear bearing; a first race coupled to the outer element; a second race coupled to the inner element; and a shim coupled between the second race and the inner element, the shim configured to absorb dimensional deformation of the gap between the inner element and the outer element, and the linear bearing configured to engage with the first race and the second race. Claim 5 A seat suspension system for a means of transport, wherein, in paragraph 2, the at least two linear motion elements comprise a set of electromagnetic tracks engaged between the inner element and the outer element. Claim 6 A seat suspension system for a means of transport, wherein, in claim 1, it further comprises a seat belt retractor received within the inner element, and the seat belt retractor is coupled to the inner element. Claim 7 A seat suspension system for a means of transport, wherein, in claim 1, it further comprises a damper coupled to the seat pan, and the damper is additionally coupled to the outer element. Claim 8 A seat suspension system for a means of transport, further comprising an interlocking mechanism engaged between the inner element and the outer element in claim 1. Claim 9 A seat suspension system for a means of transport, wherein, in claim 8, the interlocking mechanism comprises a T-shaped member coupled to the outer element; and a C-shaped feature on the inner element, wherein the C-shaped feature is adjacent to the T-shaped member and the C-shaped feature is configured to engage with the T-shaped member. Claim 10 A seat suspension system for a means of transport, wherein, in claim 8, the interlocking mechanism comprises a rear end stop coupled to the inner element; and an overhang coupled to the outer element, wherein the overhang is configured to engage with the rear end stop so as to prevent the inner element from disengaging from the outer element. Claim 11 A seat suspension system for a means of transport, wherein, in paragraph 1, the outer element and the inner element are aluminum. Claim 12 A seat suspension system for a means of transport, wherein, in paragraph 1, the spring is an air spring. Claim 13 A seat suspension system for a means of transport, comprising: an outer element configured to be coupled to the floor of the means of transport; an inner element configured to be coupled to a seat pan, the inner element configured to slide within the outer element; and a vertical displacement member received within the inner element and coupled to the inner element, wherein the vertical displacement member is configured to control the vertical displacement of the inner element and the seat pan. Claim 14 A seat suspension system for a means of transport, comprising at least two linear motion elements configured to guide the vertical displacement of the internal element in claim 13. Claim 15 A seat suspension system for a means of transport, wherein, in paragraph 13, it further comprises a damping member coupled to the seat pan, and the damping member is additionally coupled to the outer element. Claim 16 In claim 15, the damping member provides a gradual damping response, a seat suspension system for a means of transport. Claim 17 In claim 15, the damping member is coupled to the outer surface of the outer element, a seat suspension system for a means of transport. Claim 18 A seat suspension system for a means of transport, further comprising an interlocking mechanism engaged between the inner element and the outer element in paragraph 13. Claim 19 A seat suspension system for a means of transport, further comprising a seat belt retractor housed within the internal element in paragraph 13. Claim 20 In paragraph 13, the above vertical displacement member comprises an electromagnetic system, a seat suspension system for a means of transport.

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