Backseat Design
Philosophy |
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Note: Gorman Design Ltd is giving here a
full disclosure of the details of the design of the new Pelvic Support car
seat. This is because we believe that many of these design details will have
to be incorporated in to pelvic support car seats designed by other car and
seat manufacturers. Many of these details are of course not protected by
patent or otherwise. For details of protection see section patents, licensing
etc. Gorman Design Ltd are perfectly happy for car manufacturers, other seat
manufacturers, design houses etc to buy a seat
purely for evaluation purposes and will be happy to co-operate with any
design project subject to licensing agreement. Gorman Design Ltd and Pelvic
Posture Ltd have no intention of being restrictive about licensing as we
believe that the principle of pelvic support will have to become universal if
the problem of low back pain in civilised societies is ever to be overcome. Ninety nine per
cent of the problem of designing a pelvic support car seat is simply the
problem of designing any new car seat. It is made very much more difficult by
the need to be able to fit the same seat in to a multitude of different
vehicles of all shapes and sizes. This however is the only commercially
viable way of supplying a replacement car seat. It simply has to be the same
design unit in almost any vehicle. However, before
looking at the design of the car seat it is necessary to bear in mind the
basic requirements for pelvic support. These are in fact
simple enough and entirely compatible with current designs of car seat. The
back rest must come round the side of the body at belt level in order to
support the whole of the Iliac Crest and the pelvis. This might seem a
completely different requirement from a standard seat but in fact the forward
protrusion of the back rest from the centre is only the same as is to be
found on most car seats which incorporate a side bolster for lateral support
(i.e. cornering). The only difference is that this forward protrusion must be
much closer to the centre of the seat in order to support the pelvis. Forward force from
the pelvic support must be opposed by tilting the seat surface backwards by
10° to 20° . Once again this is already a part of normal car seats firstly
because of the relative position of pelvis to foot and secondly as an anti submarining shape. The seat frame
therefore can be a very conventional form bearing in mind that a multitude of
different configurations are used in different cars. The back rest frame
only needs a strong support at about shoulder level and some form of pelvic
support mechanism behind the foam at the level of the top of the pelvis. In
the development of various prototypes over the last two to three years it was
found that this was very compatible with the normal forms of construction of
foam and back rest frames. It was seen in the
basic design as being important that the seat should not be excluded from the
sports car market by its size and the Lotus Elise was chosen as a design
target because it has an almost impossibly small cockpit. This is the result
of the "A" frame chassis design. In looking at the
structure of the seat, the form of the rake adjustment is obviously a major
decision. It has recently become normal for strength purposes that the rake
adjustment works on both sides of the seat. This effectively defines where
the rake adjustment has to be so that there can be a cross shaft. (In many of
the most modern cars the position of this cross shaft can only be described
as dangerous to the sacrum in the event of an accident). Where pelvic support
is required the situation is even more difficult because the hinge point of
the back rest really needs to be approximately in line with the hip joint or
the seat bones of the occupant so there cannot be a cross shaft at that
point. The solution chosen
early on in the design of the Gorman Pelvic Support Seat was to put the hinge
point of the back rest in line approximately with the hip joint and to take
the cross shaft right to the front of the seat. This effectively defined the
shape of the seat pan in order to accommodate the cross shaft underneath at
the front, but the steep ramp in the seat pan is entirely compatible with the
latest theories on anti-submarining shapes. This basic design seemed to have
enormous advantages in several areas, not least in completely eliminating the
rake mechanism and cross shaft where the space could be more usefully used
for rear foot room (see subsection rear foot and knee room). Height Adjuster Seat height
adjustment has recently become normal in production cars but is still usually
inadequate. In many cases it is only 20 mm to 30 mm and in frequently this is
only at the back of the seat.(The front of the seat staying at approximately
the same level because a hinge under the front of the seat is the easiest way
of achieving this height adjustment). In the Gorman
Pelvic Support Seat it was considered undesirable to loose
the backward angle of the seat at the highest adjustment position and it was
therefore decided to make the seat adjust without change of seat angle
through a total height of 50 mm to 60 mm. This height adjustment is far more
than most vehicles and in addition exceptionally tall or small drivers can
choose to mount the seat slightly higher or lower with the bracketary. |
This photograph shows the fairly conventional form of height
adjustment mechanism. It was primarily due to fitting in sports cars such as
the Lotus Elise that adjustments were taken out only at the front of the seat
but the unconventional position of the rake adjustment was found to be more
convenient in use than the conventional position. |
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This picture shows the way in which the arrangement of cross shafts
under the front of the seat means that there is no mechanism underneath the
lowest part of the seat pan. In cars with very limited space, this allows the
Gorman Pelvic Support Seat to keep the driver as low as possible, or to give
very tall drivers extra head room. |
Back Rest Thought was then
given to the design of the back rest and first prototypes used a frame around
the periphery of the back rest similar to that used in most production seats.
One of the design requirements of pelvic support is that the pelvic support
mechanism can pull forwards at belt level and this could be achieved by
bringing the frame forward almost as far as the side bolsters. However this
was considered dangerous in an accident in case the body rebounded from the
seat belt to the side of the seat and hit these projeections.
The particular pelvic support mechanism chosen to avoid this specific aspect
is described under the patent licensing. The basic structure of the back therefore
should not be brought forwards at the side at belt level. But to leave the
structure as a peripheral frame which did not come forwards at that point
would sacrifice one of the advantages of pelvic support. That advantage is
that greatly increased knee room is available to the rear seat passenger
because of the inherent shape of a pelvic support seat (see section rear foot
and knee room). |
This had immediately one great advantage which is a serious deficiency
in the design of back rests consisting of a peripheral frame. As mentioned
previously, in a front or rear end collision, the body will hit the seat back
very firmly and the spine is really not protected by a peripheral frame. The
solution chosen in the Gorman Pelvic Support Seat has a great advantage that
the shape of the back rest that the spine "collides with" can be
chosen to be a slightly flexed shape (see picture). |
This therefore gives the basic design philosophy for the structure of
the seat where the highest priority has been given to safety. |
Other Details The back rest foam
shape chosen is the most complete pelvic support yet used by Gorman Design or
Pelvic Posture Ltd and comes right around to support the area of the Iliac
Crest shown by the arrows AA in this picture. |
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This has been done
in order to share the forces of pelvic support on to all parts of the pelvis
and therefore to lower surface pressure. |
Head Restraint In most cars head
restraints are kept relatively small in order not to unnecessarily obstruct
the rear passenger visibility. Two seater sports cars often have a much
larger head restraint area which is safer. A small head restraint has to be
adjustable for the user and some are also adjustable in angle as if they
might be used as a head rest. An effective comfortable head rest, as for
instance on a fireside chair, has to support the base of the skull near the
top of the neck. This would be extremely dangerous in a car. It is this
confusion and the simple fact that what can be adjusted right will usually be
adjusted wrong that led Gorman Design to avoid any adjustment in head rests.
The solution chosen for rear seat visibility is to use netting with a
peripheral steel frame (see section on testing for further details on this
item). |
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Seat Foam The photograph
shows the seat foam sectioned down the centre line. The angle of the seat
surface is about 17° from the horizontal with an extra slightly softer area
to resist forward slipping of the seat bones. The area behind the seat bones
has been carefully designed to provide an upward force on the buttock behind
the seat bones to provide extra pelvic support , i.e. to resist backward
rolling of the pelvis. |
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To make this part of the foam feel soft, although the foam is hard,
there is a gap between the foam and the steel of the seat pan. |