Patent Publication Number: US-2011068599-A1

Title: Seating systems for motor vehicles

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a Continuation U.S. patent application Ser. No. 12/026,216, (pending) filed on Feb. 5, 2008, which in turn claims the priority benefit to U.S. provisional application No. 60/900,001, filed Feb. 6, 2007; and U.S. provisional application No. 60/947,748, filed Jul. 3, 2007. The contents of these applications are incorporated by reference herein in their entireties. 
    
    
     TECHNICAL FIELD 
     The present embodiments relate to seats for use in motor vehicles such as, but not limited to automobiles, vans, pickup trucks, and buses. The seats articulate to assist mobility-impaired individuals in entering and exiting the motor vehicles. 
     BACKGROUND 
     Mobility-impaired individuals are often transported in motor vehicles while the individual is seated in a power chair or other personal-transportation vehicle. Transporting an individual in this manner, however, presents various disadvantages. For example, extensive structural modifications to the motor vehicle are usually required to accommodate the mobility-impaired individual and the power chair. The required modifications can include lowering the floor of the motor vehicle, raising the vehicle&#39;s roof, etc. Modifying a motor vehicle in this manner can generate a considerable expense to the vehicle&#39;s owner or user. Moreover, because the motor vehicle undergoes specialized structural modifications, its open market resale value can be dramatically reduced. In some cases, the resale value may be reduced to zero due to the absence of a sizable market for such “handicapped-modified” vehicles. 
     Moreover, the current procedures may not provide the thirty mile per hour frontal crash protection provided by most, if not all original equipment manufacturer (OEM) automotive seats. In particular, power chairs are not designed or constructed to withstand the 18-20 g impact loads created during standard automotive crash tests, and subjecting a power chair to such loads will cause the seat back of the chair to fail in virtually all cases. 
     A need therefore exists for a motor-vehicle seat that accommodates a mobility-impaired user and permits the user to enter and exit the motor vehicle with minimal movement and effort, while meeting the applicable crashworthiness requirements. 
     SUMMARY 
     Embodiments of seating systems for motor vehicles facilitate two-dimensional movement of a seat in a horizontal plane. The seating systems can also facilitate vertical movement of the seat. The seating systems are motorized, and can be automatically controlled so that minimal movement and effort are required on the part of the user to enter and exit the vehicle. The seating systems can include a docking mechanism that secures the seat in position within the motor vehicle in a crashworthy manner. 
     Embodiments of seating systems comprise a frame mountable on a mounting surface within a motor vehicle; a carriage assembly mounted on the frame and translating linearly in relation to the frame; a base assembly mounted on the carriage assembly and rotating in relation to the carriage assembly; a trolley assembly mounted on the base assembly and translating linearly in relation to the base assembly; and a seat mounted on the trolley assembly. 
    
    
     
       DETAILED DESCRIPTION OF THE DRAWINGS 
       The foregoing summary, as well as the following detailed description of preferred embodiments, are better understood when read in conjunction with the appended drawings. The drawings are presented for illustrative purposes only, and the scope of the appended claims is not limited to the specific embodiments shown in the drawings. In the drawings: 
         FIG. 1A  is a side perspective view of an embodiment of an articulating seat system, depicting a seat of the system in a forward, docked position; 
         FIG. 1B  is a side view of the system shown in  FIG. 1A , depicting the seat in a rearward, undocked position; 
         FIG. 2  is a side view of the system shown in  FIGS. 1A and 1B  installed in a motorized vehicle, depicting the seat in a rearward position and rotated approximately ninety degrees from the position depicted in  FIG. 1B ; 
         FIG. 3  is a front view of the system shown in  FIGS. 1A-2 , depicting the seat in the orientation depicted in  FIG. 2  and exiting the motor vehicle; 
         FIG. 4  is a front view of the system shown in  FIGS. 1A-3 , depicting the seat in the orientation depicted in  FIGS. 2 and 3  and in a lower position outside of the motor vehicle; 
         FIG. 5  is a front view of the system shown in  FIGS. 1A-3 , with the seat of the system removed for purposes of illustration and a base assembly of the system in a partially-rotated position; 
         FIG. 6A  is a front perspective view of an alternative embodiment of the system shown in  FIGS. 1A-5  configured for rearward docking, depicting the seat of the system in a forward, partially-rotated position; 
         FIGS. 6B-6D  are top views of the system shown in  FIG. 6A , with the seat of the system removed for purposes of illustration and depicting the seat being retracted on a manual basis; 
         FIG. 7  is a side perspective view of the system shown in  FIGS. 1A-5 , depicting the seat of the system in its rearward, undocked position and rotated as depicted in  FIGS. 2-4 , and with a base pan of the system removed for purposes of illustration; 
         FIG. 8  is a side view of the system shown in  FIGS. 1A-5  and  7 , depicting the seat of the system in its rearward, undocked position, and with a base pan of the system removed for purposes of illustration; 
         FIG. 9  is a top perspective view of the system shown in  FIGS. 1A-5 ,  7 , and  8 , with the seat and a base assembly of the system removed for purposes of illustration; 
         FIG. 10  is a bottom perspective view of the system shown in  FIGS. 1A-5  and  7 - 9 , depicting the seat in its rearward, undocked position; 
         FIG. 11  is a side perspective view of the system shown in  FIGS. 1A-5  and  7 - 10 , depicting the seat in its rearward, undocked position, and with a base pan of the system removed for purposes of illustration; 
         FIG. 12  is a side view of the system shown in  FIGS. 1A-5  and  7 - 11 , with the seat and base pan of the system removed and depicting a trolley assembly of the system in a rearward position; 
         FIG. 13  is a top perspective view of the system shown in  FIGS. 1A-5  and  7 - 12 , with the seat of the system removed, and depicting the trolley assembly in a rearward position and rotated approximately ninety degrees from the position depicted in  FIG. 12 ; 
         FIG. 14  is a rear perspective view of the system shown in  FIGS. 1A-5  and  7 - 13 , depicting the seat of the system in its rearward, un-docked position; 
         FIG. 15  is a bottom view of the system shown in  FIGS. 1A-5  and  7 - 14 , depicting the seat of the system in its rearward, un-docked position; 
         FIGS. 16-18  are top perspective views of the alternative embodiment shown in  FIGS. 6A-6D , with a seat of the system is removed for purposes of illustration, and a base assembly of the system is in a partially-rotated position; 
         FIG. 19  depicts various types of motor vehicles in which the systems shown in  FIGS. 1-18  can be installed, showing the various possible locations for the systems within the vehicles; 
         FIG. 20  is a block diagram depicting various electronic and electrical components of the system shown in  FIGS. 1A-5  and  7 - 15 ; 
         FIG. 21  is a UML state diagram depicting depicts the general architecture of the firmware of the system shown in  FIGS. 1A-5 ,  7 - 15 , and  20 ; 
         FIGS. 22 and 23  are top perspective view of the system shown in  FIGS. 1A-5 ,  7 - 15 ,  20 , and  21 , with the seat of the system removed for purposes of illustration, and depicting a wire-management sub-system of the system; 
         FIGS. 24-27  depict a process by which a cable is spliced between wiring and an electrical connector of an OEM seat used as part of the system shown in  FIGS. 1A-5 ,  7 - 15 , and  20 - 23 ; and 
         FIG. 28  is a perspective view of the system shown in  FIGS. 1A-5 ,  7 - 15 , and  20 - 23 , with an external computing device and a manual-control pendant connected thereto. 
     
    
    
     DETAILED DESCRIPTION 
     The figures depict an embodiment of an articulating seat system  10 . The system  10  can be used in a motor vehicle  12 . The motor vehicle  10  is depicted in  FIGS. 2-4  and  19 . The motor vehicle  12  can be, for example, an automobile, a van, a pickup truck, a bus, etc. 
     The system  10  includes a seat  14 . The OEM seat of the motor vehicle  12  can be used as the seat  14 , after any required modifications have been made thereto to permit the OEM seat to interface with the remainder of the system  10 . Alternatively, an aftermarket seat can be used as the seat  14 , after being modified as required to permit the aftermarket seat to interface with the remainder of the system  10 . 
     The system  10  is configured to move the seat  14  between positions inside and outside of the motor vehicle  12 , so that the individual using the seat  14  can enter and exit the motor vehicle  12  with minimal effort and movement. The seat  14  can be used, for example, to assist a mobility-impaired individual in transferring between the seat  14  and a power chair, wheelchair, scooter, ultra-light, etc. positioned next to the motor vehicle  12 . 
     The system  10  includes a mounting frame  30  comprising a base plate  32 , as shown in  FIGS. 1A and 1B . The base plate  32  is securely mounted on a floorboard or other suitable mounting surface of the motor vehicle  12 , using a suitable means such as fasteners. The fasteners are accommodated by slots  33  formed in the base plate  32  and shown in  FIG. 9 . The use of multiple slots  33  provides the installer with flexibility in placing the base plate  32  at an optimal location on the mounting surface of the motor vehicle  12 . 
     The mounting frame  30  also includes two track assemblies  36  mounted on opposing sides of the base plate  32  via spacers  38 , as shown in  FIGS. 1A ,  1 B,  7 , and  8 . One of the track assemblies  36  includes a traverse gear rack  40 . 
     The system  10  also includes a carriage assembly  50  movably mounted on the mounting frame  30 , as shown in  FIG. 5 . The carriage assembly  50  includes braces  53 , side plates  51  secured to the braces  53 , and bearings  52  mounted on the side plates  51  so that the bearings  52  can rotate in relation to the side plates  51 . The bearings  52  are disposed within channels  53  defined by the track assemblies  36 , so that the carriage assembly  50  can translate in relation to the mounting frame  30  by rolling on the bearings  52 . The carriage assembly  50 , and the seat  14  mounted thereon, can translate linearly in a horizontal plane in relation to the mounting frame  30 , between forward and rearward positions shown respectively in  FIGS. 1A and 1B . 
     The carriage assembly  50  also includes a bearing plate  59 , a traverse drive motor  60 , and a traverse drive gearbox  62  driven by the traverse drive motor  60 , as shown in  FIG. 5 . The traverse drive motor  60  and the traverse drive gearbox  62  are mounted on the bearing plate  59 . A drive gear  63  of the traverse drive gearbox  62  engages the gear rack  40  so that activation of the traverse drive motor  60  causes the carriage assembly  50  to translate between the forward and rearward positions. 
     The carriage assembly  50  also includes a bearing shaft  66  mounted on the bearing plate  59 , a bearing assembly  67  mounted on the bearing shaft  66 , and an arcuate-shaped turnout rack  68  mounted on the bearing plate  59 , as shown in  FIG. 5 . 
     The system  10  also comprises a base assembly  69 , as shown in  FIG. 5 . The base assembly  69  includes a base pan  70 . The base pan  70  is coupled to the bearing shaft  66  by way of the bearing assembly  67 , so that the base pan  70  can rotate in relation to the bearing shaft  66  and the carriage assembly  50 . 
     The base assembly  69  also includes a turnout motor  72  and a turnout gearbox  74  mounted on the base pan  70 , as shown in  FIG. 5 . A spur gear  75  of the turnout motor  72  engages a drive gear  76  of the turnout gearbox  74 . Rotation of the drive gear  76  rotates a spur gear  77  of the turnout gearbox  74 . The spur gear  77  engages gears on the turnout rack  68  so that rotation of the spur gear  77  causes the turnout gearbox  74 , the base pan  70 , and the seat  14  to rotate in relation to the bearing plate  59  and the floorboard of the motor vehicle  12 . This feature permits the seat  14  to be rotated between (i) a “non-rotated” position, shown in  FIGS. 1A and 1B , suitable for use as the seat  14  traverses between its forward, upper and rearward, upper positions; and (ii) a “rotated” position, shown in  FIGS. 3 and 4 , suitable for moving the seat  14  into and out of the motor vehicle  12 , and raising and lowering the seat  14 . 
     The system  10  also comprises a trolley assembly  90 , shown in  FIGS. 7 ,  9 , and  12 - 14 . The trolley assembly  90  includes trolley rails  92  secured to opposing sides of the base pan  70 . The trolley assembly  90  also includes a trolley plate assembly  94 . The trolley plate assembly  94  comprises two trolley plates  95 , and a cross brace  96  disposed between, and secured to both of the trolley plates  95 . The trolley plates are shown in  FIGS. 12 and 13 ; the cross brace  96  is shown in  FIGS. 9 and 13 . The trolley plate assembly  94  is mounted on, and translates linearly in relation to the trolley rails  92  by way of bearings  97  mounted on the trolley plate assembly  94  as shown in  FIGS. 7 ,  9 , and  12 . 
     The system  10  also includes a lift motor  100  mounted on the base pan  70 , proximate a rearward end thereof as shown in  FIG. 14 . The system  10  further includes a drive shaft  102  mounted on the base pan  70 , proximate a forward end thereof. The drive shaft  102  is coupled to the base pan  70  by way of bearings that permit the drive shaft  102  to rotate in relation to the base pan  70 . The drive shaft  102  is depicted in  FIG. 15 . A sprocket on the drive shaft  102  is coupled to a sprocket on the lift motor  100  via a chain  104 , so that activation of the lift motor  100  causes the drive shaft  102  to rotate. 
     The trolley assembly  90  also includes two substantially L-shaped racks  108 , as shown in  FIGS. 4 ,  7 ,  9 ,  10 ,  12 , and  13 . The seat  14  is mounted on the racks  108  by way of spacers  110 . Each rack  108  has gear teeth that engage additional sprockets  104  (shown in  FIG. 15 ) on the drive shaft  102 , so that rotation of the drive shaft  102  causes the racks  108  to translate in relation to the trolley rails  92 . The substantially horizontal portions of the racks  108  are captured between the trolley plate assembly  90  and bearings  111  mounted on the side plates  95 , as shown in  FIGS. 7 and 9 . 
     The interaction of the drive shaft  102  and the racks  108  causes the seat  14  to translate linearly, in the horizontal plane, between a retracted, or back position shown in  FIGS. 1A-3 , and an extended, or forward position shown in  FIG. 4 . The interaction of the drive shaft  102  and the racks  108  also causes the seat  14  to raise and lower between an upper position shown in  FIGS. 1A-3 , and a lower position shown in  FIG. 4 . 
     For example, activating the lift motor  100  when the seat  14  is located in its rearward, upper, rotated position causes the drive shaft  102  to rotate by way of the chain  104 . The interaction of the sprockets  105  on the drive shaft  102  and the horizontal portions of the racks  108  drives the racks  108 , and the attached seat  14  horizontally, in the direction denoted by the arrow  199  in  FIG. 3 . 
     Continued rotation of the drive shaft  102  after the seat  14  has been extended fully out of the motor vehicle  12  causes the drive-shaft sprockets  105  to engage the substantially vertical portions of the racks  108 . The interaction of the sprockets  105  and the substantially vertical portions of the racks  108 , in conjunction with the guiding effect of the trolley plate assembly  94  and the bearings  111  on the racks  108 , causes the racks  108  to “climb down” the drive shaft sprockets  105 , thereby lowing the chair  14  in relation to the motor vehicle  12 , to the position depicted in  FIG. 4 . 
     The racks  108  can be substantially straight, i.e., non-L-shaped, in alternative embodiments in which vertical movement of the seat  14  is not required. 
     Moreover, the lift motor  100  can be deactivated when the seat  14  has been extended fully out of the motor vehicle  14 , and before the seat  14  begins to lower. The drive motor  60  can then be activated to move the seat  14  forward or rearward in relation to the motor vehicle  12 . For example, the seat  14  can be moved forward or rearward to more closely align the seat  14  with a personal transportation vehicle, such as a power chair, located next to the motor vehicle  12 . The lift motor  100  can be reactivated when the fore-aft position of the seat  14  has been adjusted, and the seat  14  can be lowered to a level suitable for transfer of the user from the seat  14 . The noted horizontal and vertical movement of the seat  14  while the seat  14  is located outside of the motor vehicle  12  is hereinafter referred to as “planar shifting.” 
     Reversing the lift motor  100  after the chair  14  has reached its rearward, lower position causes the racks  108  to “walk up” the drive shaft sprockets  105 , thereby raising the chair  14 . Continued rotation of the drive shaft  102  after the chair  14  reaches its upper position causes the chair  14  to retract into the motor vehicle  12 , in the direction denoted by the arrow  198  in  FIG. 3 . 
     The drive motor  60 , turnout motor  72 , and lift motor  100  can be activated simultaneously so that the seat  14  undergoes a combination of rotational and linear translation that causes the seat  14  travel in a curvilinear path in relation to the motor vehicle  12 . This feature can facilitate navigation of the chair  14  around obstacles within the motor vehicle  12 , such as door posts. 
     Alternative embodiments of the system  10  can be configured without provisions to lift and lower the seat  14 . 
     The system  10  can include provisions to return the seat  14  to its forward, upper position manually, in the event the seat  14  cannot be moved using the drive motor  60 , turnout motor  72 , and/or lift motor  100  due to malfunctions thereof, loss of electrical power from the motor vehicle  12 , etc. 
     For example, the turnout gearbox  74  can be pivotally mounted to the base pan  70 , so that the turnout gearbox  74  and the turnout motor  72  can pivot about a pivot point  200  shown in  FIG. 5 . A spring  202  is connected to the turnout gearbox  74  and the base pan  70 . The spring  202  biases the turnout gearbox  74  and the attached turnout motor  72  in the counterclockwise direction, from the perspective of  FIG. 5 . A locking bolt  203  that engages the base pan  70  urges the turnout gearbox  74  in the clockwise direction, against the bias of the spring  202 , until the spur gear  77  of the turnout gearbox  74  engages the turnout rack  68 . 
     The locking bolt  203  can be backed away from the turnout gearbox  74  so that the bias of the spring  202  causes the turnout gearbox  74  to rotate in the counterclockwise direction, until the spur gear  204  disengages from the turnout rack  68 . The base pan  70  and the seat  14  at this point can be rotated manually to positions suitable for retraction of the seat  14  in the motor vehicle  12 , or movement the seat  14  to its forward position. 
     The traverse drive motor  60  can be pivotally coupled to the bearing plate  59 , so that the traverse drive motor  60  can pivot in relation to the bearing plate  59  about a pivot point  210  depicted in  FIG. 5 . A spring  212  is connected to the traverse drive motor  60  and the bearing plate  59 . The spring  212  biases the traverse drive motor  60  in the counterclockwise direction, from the perspective of  FIG. 5 . A locking bolt  213  that engages the carriage assembly  50  urges the traverse drive motor  60  in the clockwise direction, against the bias of the spring  212 , until a spur gear  214  of the traverse drive motor  60  engages a drive gear  216  of the traverse drive gearbox  62 . 
     The locking bolt  213  can be backed away from the traverse drive motor  60  so that the bias of the spring  212  causes the traverse drive motor  60  to rotate in the counterclockwise direction, until the spur gear  214  disengages from the drive gear  216 . The carriage assembly  50  and the seat  14  at this point can be moved manually between their respective forward and rearward positions. 
     When the seat  14  is located in its lower position, or between its upper and lower positions when manual retraction is required, the seat  14  can be raised to its upper position by rotating the drive shaft  102  using a suitable means such as a wrench or a socket, to back-drive the lift motor  100 . 
     The system  10  can include provisions to lock the seat  14  in its forward, upper position so that the seat  14  can withstand the impact loads that can occur in a motor vehicle accident. This feature can help the seat  14  meet crashworthiness standards for passenger vehicles. 
     The seat-locking locking provision can be in the form of a docking mechanism  300 . The docking mechanism  300  can be mounted at the forward end of the mounting frame  30 , as shown in  FIG. 1B . The docking mechanism  300  can be mounted at this location, for example, in applications in which the seat  14  is to be used in the driver or front-passenger positions in the vehicle  14 , or in other applications in which it is desired to lock the seat  14  in its forward, upper position. 
     The docking mechanism  300  includes a receptacle or yoke bracket  302 , and a base  304  as shown in  FIG. 12 . The yoke bracket  302  and the base  304  are fixed to the mounting frame  30 . The yoke bracket  302  has side plates  305  that define slots  306 . The docking mechanism  300  also includes two docking levers (not shown) positioned within the yoke bracket  302 . The docking levers are pivotally coupled to the side plates  305 , so that the docking levers can pivot between a locking position, and a releasing position. 
     The docking mechanism  300  also includes a solenoid (not shown) mounted on the base  304 . The solenoid is coupled to the docking levers so that activation of the solenoid causes the docking levers to pivot between their locking and releasing positions. The docking mechanism  300  also includes a gusset assembly  314 , as shown in  FIG. 12 . The gusset assembly  314  can be fixed directly or indirectly to the chair  14 . The gusset assembly  314  includes a plow bracket  316 . The slots  310  in the yoke bracket  302  receive the plow bracket  316  when the seat  14  is in its forward, upper position as shown  FIG. 1A . The solenoid  307  can be activated to move the docking levers to their locking positions when the plow bracket  302  is positioned within the slots  306 . 
     The docking levers, when in their locking positions, engage the plow bracket  316  so that the plow bracket  316  remains in the slots  306 , thereby restraining the seat  14  in its forward position. The solenoid can be activated to move the docking levers to their releasing positions when it is desired to move the seat  14  away from its forward position. 
     Additional details of docking mechanisms such as the docking mechanism  300  can be found in U.S. Pat. Nos. 7,108,466 and 6,837,666. The contents of each of these patents are incorporated by reference herein in their entireties. 
     Alternatively, the docking mechanism can be positioned at the rearward end of the mounting frame  30  in applications in which it is desired to lock the seat  14  in its rearward, upper position. A rearward-located docking mechanism  400  is shown in  FIGS. 16-18 , and includes a back plate  402  fixed to rearward end of the mounting frame  30 . The docking mechanism  400  also includes a plow shaft  406  that extends between the opposing sides of the back plate  402 . 
     The docking mechanism  400  further includes three pairs of plow links  408 , and three plow pins  410  that each extend between an associated pair of the plow links  408 . The docking mechanism  400  also includes a solenoid  412  mounted on the back plate  402 , and a plow tube  414 . The solenoid  412  is coupled to the plow tube  414  by the center pair of plow links  408 , so that actuation of the solenoid imparts rotation to the plow tube  414 . Rotation of the plow tube  414 , in turn causes the plow pins  410  associated with the outermost pair of plow links  408  to translate between a locking position and a releasing position. 
     A trolley plate  94   a  for use with the system  400  has hooked portions  420  that defines spaces  422  that receive the outermost plow pins  410  when the seat  14  is in its rearward position, and the plow pins  410  are in their locking positions. These features are depicted in  FIG. 16 . The trolley plate  94   a  also defines slots  424  that receive the plow shaft  406  when the seat  14  is in its rearward, upper, non-rotated position. The engagement of the hooked portions  420  and the plow pins  410  restrains the trolley plate  94   a  and the chair  14  from moving forward from the rearward position. The engagement of the trolley plate  94   a  and the plow shaft  406  restrains the trolley plate  94   a  and the seat  14  in the vertical direction. 
     The solenoid  412  can be activated to move the plow pins  410  to their releasing positions, thereby permitting the trolley plate  94   a  and the chair  14  to move forward from the rearward position. 
     The system  10  comprises a multilayer printed circuit board  500  that includes a portion of the electronics of the system  10 .  FIG. 20  is a diagram that depicts the logical functional grouping of the electronics on the printed circuit board  500 . 
     The electronics and electrical components of the system  10  that are not integrated into the printed circuit board  500  can include, without limitation: rotary potentiometers  501  and limit switches  505  for each individual path or axis of motion of the seat  14 ; the drive motor  60 ; the turnout motor  72 , the lift motor  100 ; a pendant connector port; a programming connector port; and wiring. The use of rotary potentiometers  501  is disclosed for exemplary purposes only; other types of position-measurement devices can be used in the alternative. 
     Controller 
     The printed circuit board  500  comprises a controller such as a microcontroller  502  shown in  FIG. 20 . The microcontroller  502  comprises, and executes the firmware that defines the motion of the seat  14 . The microcontroller  502  is integrated with the communications, input, and output sub-systems of the printed circuit board  500 . 
     The microcontroller  502  can be, for example, a computing device incorporated into a single integrated circuit chip. The microcontroller  502  has dedicated non-volatile memory storage for configuration variables, operational parameters, and manufacturer and service information. The microcontroller  502  has the capability to be reprogrammed in the field. This capability can be used, for example, to implement firmware upgrades in the field. 
     Communications 
     The printed circuit board  500  comprises electronics for serial communications. The microcontroller  502  is electrically connected to a serial communications transceiver  504  and a line driver (not shown). The serial communications transceiver  504  and the line driver facilitate communications between the electronics of the system  10 , and an external computing device  530  depicted in  FIG. 28 . The external computing device  530  can be, for example, a personal computer. 
     Control inputs from the user can be generated using one or more of a first wired pendant  503 ; a key fob  507 , and a second wired pendant hereinafter referred to a manual-control pendant  509 . The first wired pendant  503 , key fob  507 , and manual-control pendant  509  are depicted in  FIG. 20 ; the manual-control pendant  509  is also depicted in  FIG. 28 . Other types of control-input devices can be used in lieu of, or in addition to the first wired pendant  503 , key fob  507 , and manual-control pendant  509 . 
     The key fob  507  can be used to initiate movement of the chair  14  under certain types of control modes discussed below. The key fob  507  has a series of buttons that, when pressed by the user, cause the key fob  507  to generate control inputs for the system  10 . The key fob  507  includes a radio-frequency (RF) key fob transmitter  508  that transmits the control inputs as RF signals. The printed circuit board  500  includes an RF receiver  506  that receives the RF signals. The RF receiver  506  generates a control input for the microcontroller  502  based on the incoming RF signals. The RF receiver  506  and the RF key fob transmitter  508  can use a hopping code scheme to help ensure that the inputs reaching the printed circuit board  500  originate exclusively from the RF key fob transmitter  508 . 
     The first wired pendant  503  can be utilized in addition to, or in lieu of the key fob  507 . The first wired pendant  503  can be used to initiate movement of the chair  14  under certain types of control modes discussed below. The first wired pendant  503  is communicatively coupled to the circuit board  500  by way of a cable  513 , as shown in  FIG. 28 . The first wired pendant  503  has a series of buttons that, when pressed by the user, cause the first wired pendant  503  to generate control inputs for the system  10 . The control inputs are transmitted to the circuit board  500  as a digital signal by way of the cable  513 . 
     The manual-control pendant  509  can be used to control the movement of the chair  14  on a manual basis. This capability, as discussed below, can be used to program a specific path for the chair  14  into the microcontroller  502 . The manual-control pendant  509  is communicatively coupled to the circuit board  500  by way of a cable  515 , as shown in  FIG. 28 . The manual-control pendant  509  has a series of buttons that, when pressed by the user, cause the manual-control pendant  509  to generate control inputs for the system  10 . The control inputs are transmitted to the printed circuit board  500  as a digital signal by way of the cable  515 . The use of a six-button pendant as the manual-control pendant  509  is described for exemplary purposes only; pendants having more or less than six buttons can be used in the alternative. The manual-control pendant  509  is typically used only during programming operations. Thus, the cable  515  can be connected to the printed circuit board  500  by way of a connector  531  that permits the cable  515  to be connected to and disconnected from the printed circuit board  500  with relative ease. 
     Digital I/O 
     The printed circuit board  500  comprises digital input/output banks  510  communicatively coupled to the microcontroller  502 . The microcontroller  502  uses the digital input/output banks  510  to control the various electronic components of the system  10 , and to receive user and sensor inputs. In particular, the digital I/O banks  510  facilitate control of the drive motor  60 , turnout motor  72 , and lift motor  100  by way of power relays  512 . In addition, the digital I/O banks  510  receive inputs from the first wired pendant  503 , the manual-control pendant  509 , limit switches  505 , and configuration jumpers  518 . The digital I/O banks  510  also receive audible/visible alerts, and pendant/programmer connection information. All digital inputs to the digital I/O banks  510  contain appropriate signal buffering and protection for the various electronic components of the printed circuit board  500 . 
     The power relays  512  are used to energize and de-energize the drive motor  60 , turnout motor  72 , and lift motor  100  in response to inputs from the microcontroller  502 , to facilitate movement of the seat  14  in the desired direction. Two power relays  512  are provided for each of the drive motor  60 , turnout motor  72 , and lift motor  100 , to facilitate activation and deactivation of each motor in the forward and reverse directions. A power relay  512  is also provided to facilitate release of the solenoid of the docking mechanism  300  or the docking mechanism  400 . 
     The first wired pendant  503  can generate an output in the form of an Ignition Signal that commands the firmware of the microcontroller  502  to place the system  10  in a “soft power-off” mode, or Listen State. Additional digital inputs to the digital input/output banks  510  can be used to indicate whether the manual-control pendant  509  or programmer is connected to the printed circuit board  500 , and the type of manual-control pendant  509  that is connected. 
     The printed circuit board  500  also comprises a set of jumpers  518  communicatively coupled to the digital input/output banks  510 . The jumpers  518  provide the firmware with an indication of the configuration of the system  10 , e.g., whether the system  10  is configured for front or rear docking. The firmware is responsible for interpreting the jumper values, and controlling the system  10  in a manner consistent with the system configuration. 
     The printed circuit board  500  includes an additional bank of digital I/O devices referred to herein as auxiliary I/Os  520 . The auxiliary I/Os  520  include signal lines for an Interlock Input Signal and a Variable Output Control Line Signal. Some of the auxiliary I/Os  520  are reserved for future expansion. The application level semantics of these signal lines is determined by the firmware logic described below. 
     Position Measurement Sub-System 
     The system  10  can include a position measurement sub-system for determining the location of the seat  14  along each of its axes of motion. The main drive gears of the drive motor  60 , turnout motor  72 , and lift motor  100  are coupled to the respective traverse gear rack  40 , turnout rack  68 , and one of the racks  108 , as discussed above. The traverse gear rack  40  guides the traverse, or forward-aft motion of the seat  14 . The turnout rack  68  guides the turnout, or rotational motion of the seat  14  about the vertical axis. The rack  108  guides the extension of the seat toward and away from the door of the motor vehicle  12 ; and the elevation, or vertical movement, of the seat  14 . An additional gear is coupled to each of the main drive gears of the drive motor  60 , turnout motor  72 , and lift motor  100 . The additional gear is connected to the shaft of one of the potentiometers  501 . The resistance value of each potentiometer  501  increases or decreases in proportion to the rotation of the motor. The resistance of each potentiometer  501  can thus be correlated to the position of the seat  14  in relation to the traverse gear rack  40 , turnout rack  68 , or rack  108 . 
     The potentiometers  501  are connected to an analog-to-digital converter  522  of the printed circuit board  500  by way of protecting and filtering circuitry. This feature enables the electronics of the system  10  to interpret the voltage drop caused by the resistance of the potentiometer  501  as a relative position on an axis. 
     The position measurement sub-system also incorporates the limit switches  505 . Each limit switch  505  is positioned at the innermost point of a given axis of the seat  14 . Each limit switch  505  is activated when the seat  14  is moved to the innermost point for the associated path. The limit switches  505  serve as an absolute measurement of the position of the seat  14 . The inputs from the limit switches  505  are used in conjunction with the inputs from the potentiometers  501  to determine the absolute and relative positions of the seat  14 . 
     The firmware of the system  10  is configured to react to externally-generated inputs and implement responsive actions on a real-time basis. The general architecture of the firmware is illustrated in a UML State Diagram presented as  FIG. 21 . The firmware allows the system  10  to be operated in a completely manual basis in which the operator can individually control the motion of the seat  14  along each of its three axes of travel. 
     The firmware has the ability to communicate with the external computing device  530 . The way point path for the seat  14  can be programmed and persisted to a non-volatile memory storage location on the circuit board of the system  10  while the manual-control pendant  509  and the external computing device  530  are connected to the printed circuit board  500 . This feature permits play back of the pre-programmed path (referred to as “path following”) while the seat  14  is occupied by the passenger, to facilitate easy ingress and egress of the passenger to and from the motor vehicle  12 . 
     The chair  14  follows a pre-programmed path when operating in the path following mode, as noted above. The pre-programmed path is an ordered list of way points read in at processor start up time (or upon request via the serial protocol) from the non-volatile memory store of the printed circuit board  500 . The firmware defines a way point as a 4-tuple representing a seat position and is made up of the following components: the output value of the potentiometer  501  associated with the traverse axis; the output value of the potentiometer  501  associated with the rotational axis; the output value of the potentiometer  501  associated with the extend-elevation axis; and a bit mask encoding the state of each of the three limit switches  505 . The firmware defines a set point to be a zero-based index into the ordered list of way points, i.e., the first way point would be addressed by the set point 0. The firmware maintains two set points at all times. The inward set point defines the way point position to achieve while traveling inward, i.e., toward the docked position, along the pre-programmed path. The outward set point defines the way point position to achieve while traveling outward along the pre-programmed path. Algorithmic usage of the pre-programmed path, way points, and set points are explained below. 
     The Listen State 
     The firmware has a default state in which the firmware listens for input commands and tracks major transitions in the positional state of the seat  14 . The user-visible behavior of the system  10  while in the Listen State is that the seat  14  is idle, i.e., not moving. Referring to  FIG. 21 , the following “events” trigger a transition from the Listen State to a specialized processing state. 
     1. When the Ignition Signal from the first wired pendant  503  is off and the seat  14  is undocked from the docking mechanism  300  or the docking mechanism  400 , the firmware transitions into an Ignition Alert State. 
     2. When the seat  14  has moved from an “undocked” to a “docked” state in a discrete processing time period, the firmware transitions into a Docked Alert State. 
     3. When the external computing device  530  is connected to the serial communications transceiver  504  located on the printed circuit board  500  and the incoming serial byte buffer is not empty, the firmware transitions into a Serial Message Processing State. 
     4. When the manual-control pendant  509  is connected to the system  10  and any of the buttons thereof are pushed, i.e., are in their “down” position, the firmware transitions into a Manual Motion Control State. 
     5. When the manual-control pendant  509  is not connected and a motion command is received from the first wired pendant  503  or the key fob  207 , the firmware transitions into a Path Following Motion Control State. 
     The Ignition Alert State 
     The firmware enters the Ignition Alert State when the seat  14  is undocked and the Ignition Signal from the first wired pendant  503  is off, i.e., the printed circuit board  500  is not receiving the Ignition Signal from the first wired pendant  503 . While in this state, the firmware will assert an audible alert once every N seconds up to a maximum period of M seconds elapsed clock time. A typical configuration, for example, would set N=5 and M=30, for a total of 6 audible alerts. The audible alert can be generated by a suitable device such as a beeper  532 . The beeper  532  can be mounted on the printed circuit board  500 , and can generate a short beeping sound in response to an input from the microcontroller  502 . 
     Once the M-second period expires, the firmware remains in the Ignition Alert State but will no longer assert the audible alert. Motion of the seat  14  is disabled in this mode. The seat  14  will transition from the Ignition Alert State back to the Listen State when the Ignition Signal is turned on using a switch on the first wired pendant  503 . 
     The Docked Alert State 
     The firmware enters the Docked Alert State when the seat  14  moves from the “undocked” to the “docked” state in a single discrete processing time period. While in this state, the firmware will assert “3 fast beeps,” and will immediately transition back to the Listen State. The audible alert performed while in this state alerts the user that the seat  14  is safely docked. A safely docked seat  14  implies that the crash-tested safety devices, e.g., the docking mechanism  300 / 400 , have been engaged and the seat  14  is secured for vehicle travel. 
     The Serial Message Processing State 
     The firmware enters the Serial Message Processing State when an external computing device is connected to the serial communications transceiver  504  on the printed circuit board  500 , and the incoming serial byte buffer is not empty. While in this state, the firmware accepts request messages from the external computing device  530 , carries out the action, and sends back a reply message to the originator of the message. Once this synchronous message exchange is completed, the firmware immediately transitions back to the Listen State. The firmware&#39;s ability to transition into the Serial Message Processing State along with a properly formed serial byte stream allows for real-time diagnostics and path programming of the system  10  from an external computing device  530 . 
     The Manual Motion Control State 
     The firmware enters the Manual Motion Control State when the manual-control pendant  509  is connected to the system  10 , and one or more of the buttons of the manual-control pendant  509  are pushed. While in this state, the firmware reads the input signal from the manual-control pendant  509 , consults the allowable motion movement commands based on the current position of the seat  14 , and either carries out the requested action, or idles the seat  14  when the requested action is not allowed. An example of a non-allowable requested action is a request to manually traverse rearward while docked, and the seat  14  is in a rear-docked configuration. The firmware, in carrying out the requested action, translates the pressed button or buttons on the manual-control pendant  509  into an action in which one or more of the power relays  512  are configured to activate or deactivate one or more of the drive motor  60 , turnout motor  72 , and lift motor  100  in a manner that causes the seat  14  to translate in the requested manner along one or more of its axes of travel. The firmware immediately transitions back to the Listen State once the respective states of the power relays  512  have been properly mutated based upon the input control command. 
     The Path Following Motion Control State 
     The firmware enters the Path Following Motion Control State when the manual-control pendant  509  is not connected to the printed circuit board  500 , and a motion input command is received from the first manual pendant  503  or the key fob  507 . The Path Following Motion Control State is super-state which contains its own sub-state transition graph as depicted in  FIG. 21 . The sub-states of the Path Following Motion Control State are as follows: 
     1. The Localization State 
     The Localization State is the first sub-state the firmware enters while in the Path Following Motion Control State. In the Localization State, the firmware evaluates the current position of the seat  14  within the context in which the motion command was requested. The firmware determines whether the current inward and outward travel set points are accurate with respect to the current position. If the set points are accurate, the firmware transitions to the Input Pendant Selection State. If the set points are determined to be inaccurate, the firmware transitions to the Path Resumption State. 
     2. The Path Resumption State 
     The firmware, when transitioning into the Path Resumption State, operates based on an assumption that the inward and outward set points for the path follower require adjustment. To adjust the set points, the firmware checks whether the seat  14  is docked. If the seat  14  is docked, both the inward and outward set points are set to “way_point[0]” (the docked position). If the seat is located in the planar shifting region, the inward and outward set points are set to “way_point[−1]” (the last way point on the pre-programmed path). If the seat  14  is neither docked nor in the planar shifting region, the firmware calculates the closest set point on the way point path (excluding the docked position) to the current position of the seat  14 , and sets both the inward and outward set points to that position. Once the inward and outward set points have been adjusted properly, the firmware transitions to the Input Pendant Selection State. 
     3. The Input Pendant Selection State 
     While in the Input Pendant Selection State, the firmware makes the decision to accept commands from either the RF key fob  207  or the first wired pendant  503 . If the first wired pendant  503  is not sending an input signal, the firmware transitions to the RF Path Follow State. If the first wired pendant  503  is sending an input signal, the current position of the seat  14  is evaluated to determine whether the position is within the planar shifting region. If the seat  14  is positioned in the planar shifting region, the firmware transitions into the Wired Pendant Planar Shift State. If the seat  14  is not located in the planar shifting region, the firmware transitions to the Wired Pendant Path Follow State. 
     4. The Wired Pendant Path Follow State 
     The first wired pendant  503  has “IN” and “OUT” buttons thereon. The firmware, while in the Wired Pendant Path Follow State, interprets inputs indicating that the IN or OUT buttons have been pressed as commands to follow the pre-programmed path of the seat  14  (i) inward to the docked position within the motor vehicle  12 , or (ii) outward to the exterior of the motor vehicle  12 , respectively. The path following is carried out by consulting the current position of the seat  14 , the appropriate directional set point (inward or outward), and the way point that the set point addresses. The firmware then properly mutates the state of the power relays  512  to activate and deactivate the drive motor  60 , turnout motor  72 , and lift motor  100  so as to move the seat  14  from its current position to the desired set point position. The firmware, after the seat  14  settles to the desired set point position, adjusts the inward and outward set points as appropriate to enable the seat  14  to move to the next way point on the pre-programmed path at the next state transition into the Wired Pendant Path Follow State or RF Path Follow State. The firmware immediately transitions to the Listen State once the state of the power relays  512  have been properly mutated based on the input command. 
     5. The Wired Pendant Planar Shift State 
     The first wired pendant  503  also has “UP,” “DOWN,” “FORE,” and “AFT” buttons thereon. The firmware, while in the Wired Pendant Planar Shift State, interprets inputs indicating that one or more of these buttons has been pressed as a command to freely move in two dimensions at the exterior of the vehicle. The firmware then properly mutates the state of the power relays  512  to activate and deactivate the drive motor  60 , turnout motor  72 , and lift motor  100  so as to move the seat  14  in the desired direction. The movement of the seat  14  in this mode is confined by a set of points which define the top, bottom, foremost, and aft-most positions for two-dimensional translation. The limit points are enforced in order to avoid a collision between the moving structure of the system  10 , and the structure of the motor vehicle  12  proximate the door opening of the motor vehicle  12 . The drive motor  60 , turnout motor  72 , and lift motor  100  are activated and deactivated by mutating the state of the power relays  512 . The firmware facilitates concurrent translation in the x (forward and aft) and y (up and down) directions in relation to the motor vehicle  12 . The firmware also facilitates movement along a single direction only. The firmware immediately transitions to the Listen State once the states of the power relays  512  have been properly mutated based on the planar shifting command. 
     6. The RF Path Follow State 
     The key fob  507  has “IN” and “OUT” buttons thereon. The firmware, while in the RF Path Follow State, interprets inputs indicating that the IN or OUT buttons have been pressed as commands to follow the pre-programmed path of the seat  14  (i) inward to the docked position within the motor vehicle  12 , or (ii) outward to the exterior of the motor vehicle  12 , respectively. The path following is carried out by consulting the current position of the seat  14 , the appropriate directional set point (inward or outward), and the way point that the set point addresses. The firmware then properly mutates the state of the power relays  512  to activate and deactivate the drive motor  60 , turnout motor  72 , and lift motor  100  so as to move the seat  14  from its current position to the desired set point position. The firmware, after the seat  14  settles to the desired set point position, adjusts the inward and outward set points as appropriate to enable the seat  14  to move to the next way point on the pre-programmed path at the next state transition into the Wired Pendant Path Follow State or RF Path Follow State. The firmware immediately transitions to the Listen State once the state of the power relays  512  have been properly mutated based on the input command. 
     Path Programming Software 
     The Path Programming Software (referred to hereinafter as “the software”) is a software application designed to be run on a personal computer, such as the computing device  530 , running a mainstream operating system, e.g., Windows XP, Mac OS X, or Linux. An appropriately-modified version of the software can also be used in hand-held operating systems, e.g., Windows Mobile, Palm OS, Qtopia, etc. The software communicates physically over a serial communications line which connects from the USB or serial port on the computing device  530  or hand-held device to the serial communications transceiver  504  on the printed circuit board  500 . Logically, the software implements the Serial Message Protocol which allows for bi-directional communications between the firmware running on the printed circuit board  500 , and the software. The following capabilities are enabled by the software. 
     1. Real-Time Diagnostics 
     The software can introspect all runtime parameters of the system  10  in real time. These parameters are displayed back to the user on the display of the computing device  530 . Beyond simply displaying the values, the software has a priori knowledge of “good levels” and “bad levels” for the various runtime parameters are, and can visually alert a technician as to the overall health of the running system based on this knowledge. 
     2. Path Programming 
     The software enables an operator to program a path on to the seat  14  in the following ways. 
     a. By using the manual-control pendant  509 , the operator can manually move the seat  14  on any allowed trajectory, and the software will record that path and persist the path to the non-volatile memory storage of the system  10  for later playback. 
     b. The software has the capability of importing an XML encoded pre-programmed path, reading that XML from a stream, e.g., a file, a network socket, website, etc., and serializing that path on to the non-volatile memory storage of the system  10  for later playback. This feature permits factory-created pre-programmed paths for specific vehicles to be distributed to dealers and programmed into individual systems  10 , without the need to manually reprogram each system  10 . 
     3. Configuration Backups 
     The software can connect to the system  10  after the system  10  has been programmed, read in the configuration of the system  10 , including the pre-programmed path, and save it to an XML stream, e.g., a file, a network socket, website, etc. that complies to the XML discussed above. This feature can facilitate the sharing of a common seat configuration among multiple systems  10 , without the need to manually program each system  10 . 
     OEM Vehicle Electronics Integration 
     The system  10  can incorporate a wire management sub-system that permits electrical power to be routed to the various electrical components of the system  10  by way of a power cable  170  shown in  FIG. 22 . The wire management sub-system can be expanded to accommodate additional cabling that may be required when the seat  14  is an OEM seat that relies on electrical inputs or outputs for functions such as seat belt integration; airbags; occupancy sensors; position sensors; other safety systems; heated seats, massaging seats; movable seat components; etc. 
     Integration of the OEM seat with the system  10  can be accomplished by first inspecting the OEM seat to evaluate the feasibility using the OEM seat as the seat  14 . In particular, dimensional checks can be made to ensure that the OEM seat can exit and reenter the motor vehicle  12  when integrated with the system  10 ; and to ensure that the OEM seat can comfortably accommodate the user when integrated with the system  10 . 
     After verifying that the use of the OEM seat is feasible, the wiring of the OEM seat can be inspected to determine the number of conductors present, the size (gage) of each conductor, and the function associated with each conductor. Special characteristics or requirements associated with the wiring, such as twisted conductor pairs or conductor shielding, should be considered when inspecting the wiring. 
     After the mechanical pathway for the OEM wring has been determined, a wiring harness or cable  171  can be fabricated. The cable  171  should be configured with the proper number and gage of wire conductors based on the specific requirements of the OEM seat to be used as the seat  12 . The length of the cable  171  should be sufficient to facilitate routing the cable  171  to the OEM seat in the manner described below. 
     The individual wires within the cable  171  should be rated for at least twelve volts dc, in applications where the battery of the motor vehicle  12  is a twelve-volt battery. The insulation of the wires should be suitable for operation within a temperature range of approximately −29° F. (−34° C.) to approximately 194° F. (90° C.); should meet or exceed S.A.E. specification J1128, Ford specification M1L56A and Chrysler specification MS3450; and should be highly resistant to grease, oil, and acids. 
     The wire management sub-system can be incorporated into the system  10  after the wiring requirements have been determined and the cable  171  has been fabricated.  FIGS. 22 and 23  depict the wiring management sub-system, and illustrate the manner in which wiring for the system  10  can be routed between the various components of the system  10 . In particular,  FIG. 22  depicts a power cable  170  that conducts electrical power to the system  10  from a battery (not shown) of the motor vehicle  12 . The power cable  170  is housed, in part, within an articulating first cable carrier  172 . A first end of the first cable carrier  172  is fixed to the mounting frame  30 . A second end of the first cable carrier  172  is fixed to the carriage assembly  50 . The first cable carrier  172  protects the power cable  170  and discourages tangling of the power cable  170 , while permitting the power cable  170  to flex as the carriage assembly  50  moves between its forward and rearward positions. 
     An E-CHAIN® cable carrier, available from IGUS® Inc., of East Providence, R.I., can be used as the first cable carrier  172 . Other types of cable carriers can be used in the alternative. 
     The power cable  170 , upon exiting the second end of the first cable carrier  172 , is routed through a wire pass through  181  in the bearing shaft  66 , as shown in  FIG. 23 . The wire pass through  181  acts as a means for routing the power cable  170  between the rotating and non-rotating structure of the system  10 . 
     The power cable  170  is subsequently routed to the printed circuit board  500 . In particular, the power cable  170  can terminate in an electrical connector (not shown) that mates with a complementary electrical connector  184  on the printed circuit board  500 . Other electrical connectors  186  mounted on the printed circuit board  500  can be use to route the electrical power to the various electrical components of the system  10 , including the drive, turnout, and lift motors  60 ,  72 ,  100 , and the docking mechanism  300  or  400 . 
     The wire management sub-system can also be used to route the cable  171  that carries electrical inputs and outputs to and from the OEM seat that is to be used as the seat  14 . In particular, the wire management sub-system can include a second cable carrier  174  as shown in  FIG. 22 . The second cable carrier  174  can be substantially identical to the first cable carrier  172 , and can be positioned side by side with the first cable carrier  172  as depicted in  FIG. 22 . The cable  171  is housed, in part, within the second cable carrier  174 . A first end of the second cable carrier  174  is fixed to the mounting frame  30 . A second end of the second cable carrier  174  is fixed to the carriage assembly  50 . The second cable carrier  174  protects the cable  171  and discourages tangling of the cable  171 , while permitting the cable  171  to flex as the carriage assembly  50  moves between its forward and rearward positions. 
     The cable  171 , after leaving the second cable carrier  174 , can be routed through a third cable carrier  176  shown in  FIG. 23 . A first end of the third cable carrier  176  is fixed to one of the trolley rails  92 . A second end of the third cable carrier  176  is fixed to the trolley plate assembly  94 . The third cable carrier  176  protects the cable  171  and discourages tangling of the cable  171 , while permitting the cable  171  to flex as the seat  12  translates between its retracted, upper position shown in  FIGS. 1A-3 , and its extended, lower position shown in  FIG. 4 . 
     The wire management sub-system also includes a guide  179  fixed to the same trolley rail  92  as the first end of the third cable carrier  176 . The third cable carrier  176  passes through the guide  179  as the seat  12  translates between its retracted and extended positions. 
     The cable  171 , after leaving the third carrier  176 , can be routed through a fourth cable carrier  178 . A first end of the fourth cable carrier  178  is fixed to the cross brace  94  of the trolley plate assembly  94 . A second end of the fourth cable carrier  178  is fixed to a frame  187  upon which the seat  12  is mounted. The fourth cable carrier  178  protects the cable  171  and discourages tangling of the cable  171 , while permitting the cable  171  to flex as the seat  12  translates between its upper and lower positions. 
     The OEM seat can be integrated with the system  10  after the cable  171  has been routed in the above-described manner. The individual wires of the cable  171  can be connected to the corresponding wires of OEM seat after the cable  171  has left the fourth cable carrier  178 , as follows. The connections should be made paying particular attention to wire gage, twisted or shielded pairs, and colors. The battery of the motor vehicle  14  should be disconnected for at least 20 minutes prior to making the connections. 
     Wiring connections the OEM seat can be made as follows: 
     1. On the OEM seat cut each individual wire approximately six inches from the OEM connector; 
     2. Strip ¾-inch of insulation from the ends of all wires on the seat and the OEM connector; 
     3. Strip ¾-inch of insulation from the wiring at each end of the cable  171 ; 
     4. Before the corresponding wires of the OEM seat, the OEM connector, and the cable  171  are connected, place a two-inch long piece of heat shrink tubing over each wire at each end of the cable  171 , as shown in  FIGS. 24 and 25 ; 
     5. Connect each OEM wire to its mate on the cable  171  using a standard inline splice. The wire colors in the cable  171  may not match the colors of the corresponding wires of the OEM seat. The installer should match the OEM wires that connect with each end of the cable  171  with a common color wire in the cable  171 . For example, the OEM wires can be matched with the wiring in the cable  171  as follows: 
     
       
         
           
               
               
               
               
             
               
                   
                   
               
               
                   
                 OEM connector wire 
                 Cable 171 wire 
                 OEM seat wire 
               
               
                   
                   
               
             
            
               
                   
                 blue/yellow 
                 blue 
                 blue/yellow 
               
               
                   
                 blue/green 
                 green 
                 blue/green 
               
               
                   
                 yellow/blue 
                 yellow 
                 yellow/blue 
               
               
                   
                   
               
            
           
         
       
     
     6. Using rosin core solder (appropriate for electrical connectivity) solder each of the joints, as shown in  FIG. 26 ; 
     7. After the joint cools slide the heat shrink tube over the joint. Using a heat gun shrink the tubing over the soldered connection, as shown in  FIG. 27 ; 
     8. Assemble the OEM Seat onto a seat adapter plate of the system  10   
     9. Plug the OEM connector into its mating connector in the vehicle; and 
     10. Reconnect the battery of the motor vehicle  12  and check the system  10  for faults. 
     The wire management sub-system discussed above can also be utilized in applications where a non-OEM seat is used as the seat  14 . 
     The foregoing description is provided for the purpose of explanation and is not to be construed as limiting the invention. Although the invention has been described with reference to preferred embodiments or preferred methods, it is understood that the words which have been used herein are words of description and illustration, rather than words of limitation. Furthermore, although the invention has been described herein with reference to particular structure, methods, and embodiments, the invention is not intended to be limited to the particulars disclosed herein, as the invention extends to all structures, methods and uses that are within the scope of the appended claims. Those skilled in the relevant art, having the benefit of the teachings of this specification, can make numerous modifications to the invention as described herein, and changes may be made without departing from the scope and spirit of the invention as defined by the appended claims.