Airplane seat module

Abstract

This invention relates to an aircraft seat module comprising: a housing unit (14a; 14b; 14c) that at least partially defines an aircraft passenger seat area (10a; 10b; 10c); and a door unit (22a; 22b; 22c) that is at least configured to close, at least in an operational state, a passageway area (18a; 19a; 10b) leading to the aircraft passenger seat area (10a; 10c). 8b); a bearing assembly (24a; 24b; 24c) configured to movably support the door unit (22a; 22b; 22c) relative to the housing unit (14a; 14b) between an open position and a closed position; and a locking device (28a; 28b; 28c) configured to lock the door unit (22a; 22b; 22c) in the open position. It is proposed that the locking device (28a; 28b; 28c) has at least one electrically and / or electronically actuated actuator device (56a; 56b; 56c), which is at least configured to be electrically and / or electronically actuated to unlock the door unit (22a; 22b; 22c).

Description

Technical Field

[0001] This invention relates to an aircraft seat module. Background Technology

[0002] An aircraft seat module has been proposed, comprising: a housing unit that at least partially defines an aircraft passenger seat area; a door unit that is at least configured to close a passageway area leading to the aircraft passenger seat area at least in an operational state; a bearing device that is configured to movably support the door unit relative to the housing unit between an open position and a closed position; and a locking device that is configured to lock the door unit in a fully open position. Summary of the Invention

[0003] The object of this invention is, in particular, to provide a universal module with improved characteristics in terms of safety and comfort. This object is achieved according to the invention, which also provides advantageous design solutions and improvements.

[0004] The present invention relates to an aircraft seat module comprising: a housing unit that at least partially defines an aircraft passenger seat area; a door unit that is at least configured to close a passageway area leading to the aircraft passenger seat area at least in an operational state; a bearing assembly that is configured to movably support the door unit relative to the housing unit between an open position and a closed position; and a locking device that is configured to lock the door unit in a fully open position.

[0005] The proposed locking device has an electrically and / or electronically actuated actuator, which is at least configured to be electrically and / or electronically actuated to unlock the door unit. The "aircraft seat module" should preferably be understood as a module defining an aircraft passenger seat area and for this purpose comprising: at least one housing element that at least partially separates the aircraft passenger seat area from the remainder of the cabin area; at least one aircraft seat arranged in the aircraft passenger seat area; and additional elements of the aircraft passenger seat area, such as, in particular, tray tables, footrests, and / or screen units. The aircraft seat is preferably configured as a single seat or a double seat. The "aircraft passenger seat area" should preferably be understood as an area in which aircraft seats are arranged, preferably as single-seat aircraft seats, or seat units formed by two aircraft seats, and the area is configured to allow at least one passenger to remain in the aircraft during flight. Additional elements usable by passengers are preferably arranged in the aircraft passenger seat area, such as, in particular, tray tables, footrests, retractable devices, storage elements, and / or entertainment devices. The aircraft passenger seat area is configured as a sub-area of ​​the cabin, preferably an aircraft cabin. The aircraft passenger seating area is preferably adjacent to at least one aisle area of ​​the cabin. "Adjacent cabin area" should preferably be understood as an area of ​​the cabin directly adjacent to the aircraft passenger seating area, such as, preferably, an aisle area through which passengers can access the aircraft passenger seating area. "Door unit" should preferably be understood as an assembly configured to at least partially separate at least one aircraft passenger seating area from the remainder of the cabin, preferably at least one aisle area of ​​the cabin, in at least one operational state. Preferably, the door unit separates at least one aircraft passenger seating area from the remainder of the cabin, in at least one operational state, at least partially physically, especially by obstructing the passageway, and at least partially optically, especially at least partially opaque and preferably completely opaque, particularly up to the height of at least one housing element. The door unit is adjustable at least between an open position and a closed position. Preferably, the door unit can also be held in at least one intermediate position between the open and closed states. The door unit is preferably formed of a solid material, such as plastic, fiber-reinforced plastic, composite material (composite panel), such as a sandwich material with a honeycomb core, metal, such as aluminum, or a frame, such as an aluminum frame with fabric or leather covering. Preferably, the door unit can also be configured as a simple partition element, such as a privacy partition. "Aisle area" should be understood in particular as an area arranged between the aircraft passenger seating area and the cabin aisle area, and the two areas are connected to each other through this area. Personnel, especially passengers, can move between the aircraft passenger seating area and the cabin aisle area through the aisle area. "Bearing device" should be understood in particular as a device configured to movably support a component, such as preferably a door unit, between at least two positions.The bearing assembly is preferably configured to movably support the door unit between its maximum closed and maximum open positions. Preferably, the bearing assembly is configured to movably support the door unit along a movement path, wherein the movement path is preferably formed by a straight movement axis. With the aid of the bearing assembly, the door unit is axially adjustable, preferably movable, along the movement path between the open and closed positions. The “fully open position” should preferably be understood as a position in which the door unit is preferably completely removed from the passageway area and thus completely releases the passageway area. In the fully open position, the door unit is preferably arranged in a manner that completely overlaps with the housing unit. In the fully open position, the door unit is completely positioned behind the housing unit when viewed from the passageway area. It is conceivable, in principle, that the door unit in the fully open position is arranged within the internal space provided for this purpose in the housing unit. The “closed position” should preferably be understood as a position in which the door unit completely closes the passageway area. In the closed position, the door unit preferably extends over the entire distance between the housing elements of the housing unit, which constitute the passageway area. The term "locking device" should preferably be understood as a device configured to lock an element, preferably a door unit, in at least one position, preferably in a fully open position, that is, to fix the position in a fixed manner. Preferably, the locking device is configured to lock the door unit in a form-fit and / or force-fit manner. Preferably, the locking device has at least one, particularly preferably two, locking elements. The locking elements are preferably configured to engage in a form-fit manner with a mating member of equivalent construction at the locking position of the locking device. At the locking position of the locking device, the locking elements are preferably arranged in the locking position. At the unlocking position of the locking device, the locking elements are preferably arranged in the unlocking position, where the locking elements do not lock the locking position. At the unlocking position, the locking elements are preferably not in contact with the corresponding mating member in a form-fit manner, the locking elements engaging in the mating member for locking the locking device in a form-fit manner. The term "locking position of the locking device" should be understood as a position of the locking device where the door unit can be locked in a fixed manner. Preferably, in the locked position of the locking device, the locking element is arranged in the locked position, where it is configured to engage with a mating member of equivalent configuration. Preferably, the object to be locked, especially the door unit, is only in a defined position, preferably the closed position. In principle, it is conceivable that the door unit is not locked when the locking device is in its locked position, or more precisely, when the door unit is not arranged in its closed position. The "unlocked position of the locking device" should preferably be understood as a position of the locking device where the locking position is configured to release movement of the door unit rather than prevent such movement. In the unlocked position, the door unit is released and can be brought from the open position to the closed position.Preferably, the door unit can be adjusted between an open position and a closed position in the unlocked position of the locking device. "Electrically and / or electronically actuated actuator device" should be understood in particular as a device having an electrically or electronically actuated actuator that changes its operating state upon electrical and / or electronic actuation, for example, performing movement, preferably axial movement, and / or generating a magnetic field. "Setting" should preferably be understood as specifically designed and / or equipped. "Setting an object for a specific function" should be understood in particular as an object realizing and / or performing that specific function in at least one application and / or operating state. With the design according to the invention, an aircraft seat module can be advantageously provided whose door unit can be unlocked particularly easily by a passenger, and it is advantageously possible to prevent the unlocking of multiple aircraft seat module door units in a centralized manner to prevent the door units from closing under specific operating conditions, such as during boarding or takeoff and landing phases. This can advantageously improve passenger safety and comfort.

[0006] Furthermore, the locking device has at least one actuation switch configured to be actuated by movement of the door unit, and the actuator device can be actuated by actuation of the actuation switch. "Actuation switch" should preferably be understood as a switching element that can switch between at least two operating states, preferably an active state and a closed state. Preferably, the actuation switch is configured as a button. It is also conceivable that the actuation switch is formed in other ways that are reasonable to those skilled in the art, such as a toggle switch, or a simple switching element that closes the circuit in the active state. "Movement of the door unit" should preferably be understood as movement of the door unit along its movement path between an open position and a closed position. Preferably, the actuation switch is actuated by movement of the door unit in the opening direction. Preferably, the actuation switch is actuated by the door unit moving out of the closed position in the opening direction. That is, the door unit can be decoupled from the open position by movement in the opposite direction of the closing movement. "Actuated by movement of the door unit" should preferably be understood as the actuation switch being automatically actuated during a specific movement of the door unit, that is, switching from one of its operating states to the other. Preferably, the actuation switch is actuated by the door unit itself or by a connecting element connected to the door unit during the limited movement of the door unit, that is, by physical contact. This allows for the particularly advantageous and simple actuation of the actuation switch, and thus the unlocking of the door unit.

[0007] Furthermore, it is proposed that the actuation switch is actuated by the movement of the door unit along the opening direction of the door unit. "Opening direction" should preferably be understood as the movement of the door unit along a movement path, preferably moving the door unit from the closed position into the movement path to the open position. "Closed direction" should preferably be understood as the movement of the door unit along a movement path, preferably moving the door unit from the open position into the movement path to the closed position. In principle, it is particularly conceivable that the movement of the door unit along the closing direction is supported by a spring force. Thus, the movement for actuating the actuation switch can be configured particularly advantageously.

[0008] Furthermore, the locking device is configured to occupy a locked position when the electrically and / or electronically actuated actuator is de-energized. "De-energized state" should preferably be understood as a state in which no current is applied to the actuator. Thus, even in the event of a power failure or a defect in the actuator, locking of the door unit can be advantageously ensured.

[0009] Furthermore, it is proposed that the locking device be configured to lock the door unit in the open position when the actuator device is not energized. Thus, the door unit can advantageously be locked in the open position when power is off.

[0010] Furthermore, it is proposed that the door unit is configured to be brought into its open position and locked in that open position when the actuator device is not powered on. Thus, the door unit can advantageously be brought into the open position regardless of the position of the locking element of the actuator device's power supply, thereby advantageously improving security.

[0011] Furthermore, it is proposed that the locking device has a movably supported, spring-loaded locking element that can be actively placed in the unlocked position by an actuator device. Thus, the locking device can be configured in a particularly advantageous manner.

[0012] Furthermore, the locking device has a form-fitting element configured as a groove, which corresponds to the configuration of the locking element, and the locking element engages with the form-fitting element to lock the door unit. Preferably, the form-fitting element configured as a groove is arranged in a locking base disposed on the door unit. The locking base is configured to be securely attached to the door unit. The form-fitting element formed by the groove constitutes a mating member for the locking element of the locking device. Thus, the locking device can be configured in a particularly advantageous and simple manner, thereby enabling actuation of the actuator device by movement of the door unit.

[0013] Furthermore, the actuator device is configured to close in a centrally controlled manner to prevent unlocking of the door unit in at least one operating state. "Closed" should preferably be understood as no longer being possible, preferably by a passenger, to energize the actuator of the actuator device. Preferably, in the closed state of the actuator device, it is impossible to adjust the actuator element of the actuator device from the closed state to the active state by actuation of an actuation switch. Thus, the door units of multiple aircraft seat modules can be locked together in the open position in an arrangement within the aircraft.

[0014] Furthermore, it is proposed that the aircraft seat module has a sensor unit, which is at least configured to detect when the door unit is in the open position. In this context, "sensor unit" should preferably be understood as a unit configured to record at least one characteristic variable and / or physical characteristic, wherein the recording can be performed actively, for example, especially by generating and emitting electrical measurement signals, and / or passively, for example, especially by detecting changes in the characteristics of sensor components. Various sensor units that are considered reasonable by those skilled in the art are conceivable. The sensor unit is preferably configured to output electrical and / or electronic sensor signals, which can preferably be evaluated by a corresponding computing unit. Thus, it is advantageously simple to identify when the door unit is arranged in the open position, thereby particularly improving functional reliability.

[0015] Furthermore, it is proposed that the locking device has a locking status indicating unit configured to detect and display, at least at the maximum open position of the door unit, the incomplete locking of at least one of the two locking elements. The "locking status indicating unit" should preferably be understood as a unit that detects the locking of the locking elements, particularly the incomplete locking state of the locking elements of the locking device, and outputs corresponding optical, acoustic, and / or electronic signals to indicate, i.e., display, the corresponding state, particularly the incomplete locking of the locking element. The locking status indicating unit is preferably configured to indicate when one of the two locking elements is not fully locked and the door unit is thus partially locked, but not locked by both locking elements as required. "Incomplete locking of the locking element" should be particularly understood as a state in which the locking element does not fully engage with the corresponding mating member in a form-fit manner as provided for the locked position. When the locking element is not fully locked, the locking element does not engage with the mating member provided for this purpose in a form-fit manner. When the locking element is not fully locked, the locking element cannot hold the door unit in the locked position. "Provided" should be particularly understood as specifically designed and / or equipped. "Setting an object for a specific function" should be understood in particular as the object implementing and / or performing that specific function in at least one application and / or operational state. With the design according to the invention, incorrect locking of a door unit can be advantageously and simply identified and displayed. With the design according to the invention, it is particularly possible to identify and display when one of at least two locking elements is incorrectly locked. Thus, for example, the incorrectly locked door unit can be simply pointed out to boarding personnel or passengers. Thus, dangerous situations caused by incorrectly locked door units can preferably be avoided when a simple check, such as before aircraft landing, can be performed to identify whether a door unit is correctly locked. Thus, the safety of aircraft seat assemblies can be advantageously and particularly improved. Thus, the indicating unit can advantageously be independent of locking elements and particularly advantageously arranged in an area that is easily visible and clearly viewable by personnel.

[0016] Furthermore, it is proposed that the lock status indicator unit is configured to allow the locked door unit to move an indicator length in the closing direction in the event of incomplete locking of one of the locking elements. "Indicator length" should preferably be understood as a defined length that the door unit can move in the closing direction to identify incomplete locking. The indicator length is preferably less than 30 mm, preferably less than 20 mm, and in a particularly preferred design less than 10 mm. In purely electronic detection of the indicator length, for example by a sensor device, an indicator length less than 10 mm, such as 5 mm, is conceivable. In direct purely optical detection of the indicator length by a person, the indicator length is preferably 25 mm (1 inch). This allows for particularly simple indication of incomplete locking.

[0017] Additionally, the locking status indicator unit includes an indicator unit that displays an incomplete lock of one of the two locking elements, arranged separately from the locking elements and preferably in the upper region of the door unit. The term "indicator unit" should preferably be understood as a unit that can output optical, acoustic, and / or tactile signals detectable by a person, such as a boarding person.

[0018] Furthermore, a system comprising at least two aircraft seat modules is proposed, wherein the system has a central control unit configured to centrally control and shut down actuator devices of multiple, preferably all, aircraft seat modules in at least one operating state. This allows for a particularly advantageous arrangement of aircraft seat modules within an aircraft.

[0019] In this document, the aircraft seat module according to the present invention should not be limited to the applications and embodiments described above. In particular, the aircraft seat module according to the present invention may have a number different from the number of individual elements, components and units specified herein to perform the functions described herein. Attached Figure Description

[0020] Further advantages arise from the following description of the accompanying drawings. Three embodiments of the invention are illustrated in the drawings. The drawings, description, and claims contain numerous combinations of features. Those skilled in the art will also consider these features individually and combine them into other meaningful combinations. In the drawings:

[0021] Figure 1 A schematic diagram of an aircraft seat module with a housing unit and a door unit in a first embodiment is shown;

[0022] Figure 2 A schematic diagram of a door unit with a locking device is shown;

[0023] Figure 3 Another, more detailed door unit with a locking device is shown;

[0024] Figure 4 A schematic diagram of a locking device with an actuator is shown;

[0025] Figure 5 A schematic diagram of a door unit with a locking device in a partially closed state is shown;

[0026] Figure 6 A schematic cross-sectional view of a locking device with an actuator is shown;

[0027] Figure 7 A schematic diagram of an aircraft seat module with a housing unit and a door unit in a second embodiment is shown;

[0028] Figure 8 A schematic diagram of a locking device with two locking elements in the locked position and a locking status indication unit is shown.

[0029] Figure 9 A schematic diagram of a locking device with a partially locked locking element and a locking status indication unit is shown.

[0030] Figure 10 Another schematic diagram shows a locking device with a partially locked locking element and a locking status indication unit;

[0031] Figure 11 A schematic diagram of a gate unit having a sensor device configured as a gate sensor is shown;

[0032] Figure 12 A schematic diagram of a purely mechanically constructed locking state indication unit in the third embodiment is shown; and

[0033] Figure 13 Another view of the door unit with a lock status indication unit in the second embodiment is shown. Detailed Implementation

[0034] exist Figures 1 to 6The diagram illustrates an aircraft seat module. The aircraft seat module is part of the interior equipment of the aircraft cabin. Multiple aircraft seat modules are preferably arranged in the aircraft cabin. The aircraft seat module constitutes an aircraft passenger seat area 10a. The aircraft passenger seat area 10a is configured as an area particularly accessible to passengers during flight. The aircraft passenger seat area 10a is preferably configured as a business class or first class aircraft passenger seat area. The aircraft cabin has at least one aisle area 20a. The aircraft passenger seat area 10a is particularly accessible to passengers via the aisle area 20a. The aircraft seat module includes an aircraft seat 12a arranged in the aircraft passenger seat area 10a. The aircraft seat 12a is preferably configured as an aircraft seat 12a that can be adjusted from at least one sitting position to a reclining position. The aircraft seat module has a housing unit 14a. The housing unit 14a is configured to at least partially separate the aircraft passenger seat area 10a from the rest of the aircraft cabin. The housing unit 14a is configured to at least substantially surround the aircraft passenger seat area 10a. The outer shell unit 14a is specifically configured to spatially separate the aircraft passenger seating area 10a from the rest of the aircraft cabin, particularly the cabin aisle, in order to provide increased privacy, especially for passengers in the aircraft passenger seating area 10a. The outer shell unit 14a preferably extends to a height of 1.30 m. This height corresponds to predetermined air transport standards, which can vary in various ways. The height is preferably measured from the cabin floor. In principle, the door unit 22a does not need to extend to the cabin floor, and it is also conceivable that the door unit 22b begins only at the height of the reclining surface of the aircraft seat 12a. In principle, it is also conceivable that the outer shell unit 14a extends to another height in the sub-area and / or also extends to the cabin ceiling of the aircraft cabin. Here, the outer shell unit 14a may also have different heights in different sub-areas. The outer shell unit 14a has an outer shell element 16a. The outer shell element 16a at least partially surrounds the aircraft passenger seating area 10a. In principle, the housing element 16a may separate the aircraft passenger seating area 10a, either alone or together with the housing unit 14a of another aircraft seat module. The housing element 16a is preferably formed of a composite material. It is also conceivable, in principle, that the housing element 16a may be formed of other materials deemed reasonable by those skilled in the art. It is also conceivable, in principle, that the housing unit 14a may have multiple housing elements 16a. The housing unit 14a constitutes a passageway area 18a. The passageway area 18a connects the aircraft passenger seating area 10a to the adjacent aisle area 20a of the aircraft cabin. Personnel, especially passengers, can enter the aircraft passenger seating area 10a from the aisle area 20a through the passageway area 18a, and vice versa. Preferably, no housing elements 16a are arranged in the passageway area 18a. The passageway area 18a preferably has a width of 38 cm.

[0035] The aircraft seat module includes a door unit 22a. The door unit 22a is configured, at least in one operating state, to at least partially separate the aircraft passenger seat area 10a from the adjacent cabin area, particularly the aisle area 20a. The door unit 22a is configured to lock the aisle area 18a in a closed position. In the fully closed position, the door unit 22a completely blocks the aisle area 18a. Here, it is particularly conceivable that a gap exists, especially in the lower area between the door unit 22a and the cabin floor. In the fully closed position, the door unit 22a extends completely between the housing element 16a and another housing element 26a, at least in a sub-area, defining the aisle area 18a. The other housing element 26a can particularly be configured as a housing element of another housing unit arranged in front of the housing unit 14a and enclosing another aircraft seat. In the open position, the door unit 22a is configured to release the aisle area 18a. In the open position, the door unit 22a is preferably completely removed from the aisle area 18a. The door unit 22a is attached to the housing unit 14a, and in particular the housing element 16a. In principle, it is also conceivable that the door unit 22a is attached to another housing element 26a of the front housing unit.

[0036] The aircraft seat module has a bearing assembly 24a for supporting a door unit 22a. The bearing assembly 24a is configured to support the door unit 22a so that it can move on the housing unit 14a. The door unit 22a is attached to the housing element 16a via the bearing assembly 24a. The bearing assembly 24a allows the door unit 22a to be adjusted between an open position and a closed position. The bearing assembly 24a is preferably configured as a linear bearing assembly. The linear bearing assembly 24a allows the door unit 22a to move linearly between a closed position and an open position.

[0037] The door unit 22a can be moved along the closing direction 38a and the opening direction 40a by means of the bearing device 24a. The closing direction 38a and the opening direction 40a are opposite directions of the movement path, along which the door unit 22a can be moved by means of the bearing device 24a. The closing direction 38a is oriented parallel to the movement path towards the closed position from the open position of the door unit 22a. The closing direction 38a is oriented parallel to the movement path away from the housing element 16a. The opening direction 40a is oriented parallel to the movement path towards the open position from the closed position of the door unit 22a. The opening direction 40a is oriented parallel to the movement path towards the housing element 16a.

[0038] The bearing assembly 24a preferably includes two bearing modules 30a and 32a. The bearing assembly 24a has a first bearing module 30a and a second bearing module 32a. The first bearing module 30a is configured to support the door unit 22a in the upper region. The first bearing module 30a is particularly located in the upper region of the door unit 22a. The second bearing module 32a is configured to support the door unit 22a in the lower region. The second bearing module 32a is located in the lower region of the door unit 22a. By using two bearing modules 30a and 32a located in two opposite regions of the door unit 22a, particularly uniform support of the door unit 22a can be achieved. The bearing modules 30a and 32a preferably each have a first bearing element 34a, which is configured as a linear bearing track and in which a second bearing element 36a is arranged in a manner that allows for axial movability. For example, it is conceivable that the first bearing element 34a, configured as a linear bearing track, is fixedly connected to the housing unit 14a, and the second bearing element 36a is fixedly connected to the door unit 22a. In principle, it is also conceivable that the two bearing elements 34a and 36a are attached in exactly opposite directions.

[0039] The aircraft seat module includes a locking device 28a. The locking device 28a is configured to lock the door unit 22a in the open position. The locking device 28a can lock the open position of the door unit 22a, preferably understood as the fully closed position. Preferably, the open position and the fully open position are the same. In contrast to the open position, there are partially open and partially closed positions for the door unit 22a. The locking device 28a is configured to lock the door unit 22a in the locked position and release movement of the door unit 22a along its movement path in the unlocked position. By locking the door unit 22a in the open position, the door unit 22a is advantageously secured and the passageway area 18a is released.

[0040] The locking device 28a includes an electrically and / or electronically actuated actuator device 56a. The actuator device 56a includes a first locking element 42a. The actuator device 56a includes a second locking element 44a. Redundancy can be advantageously achieved by the second locking element 42a, whereby the locking device 28a always remains usable even if one of the locking elements 42a or 44a fails. It is also conceivable, in principle, that the actuator device 56a includes only one locking element 42a or 44a, or has two or more of the locking elements 42a or 44a described below. The locking elements 42a and 44a are configured as locking pins. The locking elements 42a and 44a configured as locking pins preferably have a circular cross-section. It is also conceivable, in principle, that the locking elements 42a and 44a have an elliptical or rectangular cross-section. The locking elements 42a and 44a are configured to be substantially identical. The locking elements 42a and 44a are adjustable between a locked position and an unlocked position. The actuator device 56a has a base 66a. Locking elements 42a and 44a are movably supported in the base 66a. Locking elements 42a and 44a are axially movable within the base 66a. Locking elements 42a and 44a can move axially to adjust between a locked position and an unlocked position. Locking elements 42a and 44a are preferably configured in a spring-loaded manner. The actuator device 56a has a spring element for each locking element 42a and 44a, which applies a spring force to each locking element 42a and 44a in a respective direction. It is also conceivable, in principle, that the actuator device 56a has a common spring element for both locking elements 42a and 44a. Locking elements 42a and 44a are impacted by the spring force in the direction of their locked position. The locking elements 42a and 44a are configured by means of the spring element such that their locked positions constitute a neutral position, to which the locking elements 42a and 44a are automatically adjusted. The two locking elements 42a and 44a are arranged side-by-side. Locking elements 42a and 44a are each linearly movably supported in a guide groove. The guide groove is preferably arranged in the base 66a of the actuator device 56a. The locking elements are configured to engage with the mating parts in a form-fitting manner at the locked position to lock the door unit 22a.

[0041] The locking device 28a includes a form-fitting element 46a, 48a for each locking element 42a, 44a, into which the corresponding locking elements 42b, 44a engage in a form-fitting manner for locking. The form-fitting elements 46a, 48a are configured as grooves. The form-fitting elements 46a, 48a configured as grooves have extensions larger than the locking elements 42a, 44a into which they engage. The form-fitting elements 46a, 48a have extensions larger than the corresponding extensions of the locking elements 42a, 44a, particularly along the direction of movement of the door unit 22a. Thus, the corresponding locking elements 42a, 44a engaged in the form-fitting elements 46a, 48a have limited freedom of movement within the form-fitting elements 46a, 48a. The locking device 28a includes a locking base 50a. The form-fitting elements 46a, 48a are introduced into the locking base 50a. Shape-fitting elements 46a and 48a are introduced into the upper side of the locking base 50a. Preferably, the two shape-fitting elements 46a and 48a are formed together. The two shape-fitting elements 46a and 48a are formed into a common groove 52a. By forming the shape-fitting elements 46a and 48a together with the common groove 52a, the locking base 50a can be formed particularly simply. The locking base 50a is preferably formed of metal. The locking base 50a is formed as a separate component. The locking base 50a is preferably arranged to be securely mounted on a component of the aircraft seat module, preferably the door unit 22a or the housing unit 14a, during the installation step. In the illustrated embodiment, the locking base 50a is preferably securely connected to the door unit 22a. The locking base 50a is attached to the inside of the door unit 22a. The locking base 50a is preferably screwed to the door unit 22a. In principle, it is also conceivable that the locking base 50a is connected to the door unit in another form-fitting manner or by a material fit, such as preferably an adhesive connection, to the door unit securely. In principle, it is also conceivable that the locking base 50a and the door unit 22a are integrally formed. The locking base 50a forms a surface that rises relative to the inside of the door unit 22. The form-fitting elements 46a and 48a introduced into the upper side of the locking base 50a have openings that rise relative to the inside of the door unit 22a. Thus, the locking elements 42a and 44a arranged in the locked position can have a distance from the inside of the door unit 22a and still engage with the corresponding form-fitting elements 46a and 48a in a functionally reliable manner. This advantageously prevents abrasion and damage to the inside of the door unit 22a caused by the locking elements 46a and 48a. The locking base 50a forms a beveled surface 54a on its first side. The inclined surface 54a is configured as an actuating inclined surface, which is set to adjust the locking elements 42a, 44a from their locked position to their unlocked position.The inclined surface 54a is specifically configured such that, when the door unit 22a is adjusted to its open position, the locking elements 42a, 44a move from their locked position to their unlocked position before reaching the open position. The locking elements 42a, 44a are configured to slide on the inclined surface 54a and be pressed into their unlocked positions via the inclined position. The locking elements 42a, 44a can preferably be pressed out from their locked positions to their unlocked positions by the inclined surface 54a, preferably overcoming the spring force of the spring element. It is also conceivable, in principle, that the locking elements 42a, 44a each form an inclined surface at their lower ends, through which they can be pressed out from their locked positions to their unlocked positions. Here, it is conceivable that either only the locking elements 42a, 44a each have one inclined surface, or that the locking elements 42a, 44a each form an inclined surface in addition to the inclined surface 54a of the locking base 50a.

[0042] An electrically and / or electronically controllable actuator device 56a is configured to be electrically and / or electronically actuated to unlock door unit 22a. The actuator device 56a can actively adjust the spring-loaded locking elements 42a, 44a to their unlocked positions. The actuator device 56a includes an actuator 58a. The actuator 58a is configured as an electromechanical actuator. Preferably, the actuator 58a is configured as an electromagnetic actuator. The actuator 58a preferably includes a solenoid configured to generate a magnetic field by energizing it, the magnetic field being configured to move a ferromagnetic actuating element to an actuated position. The actuating element of the actuator 58a is connected to the two locking elements 42a, 44a. Actuation of the actuator 58a can adjust the two locking elements 42a, 44a. The two locking elements 42a, 44a can be adjusted from their locked positions to their unlocked positions by actuation of the actuator 58a. In the non-actuated state of actuator 58a, the actuating element of actuator 58a is arranged in a neutral position. It is conceivable, in principle, that actuator device 56a has two separate actuators 58a, each connected to and adjusting one of the locking elements 42a, 44a. It is also conceivable, in principle, that the locking elements 42a, 44a and the corresponding actuating elements of the respective actuators 58a are integrally formed. It is also conceivable, in principle, that actuator 58a is composed of an electronic servo motor, preferably a gearbox, through which the locking elements 42a, 44a can be adjusted. The electrically and / or electronically controllable actuator device 56a is attached to housing unit 14a. Preferably, the electrically and / or electronically actuated actuator device 56a is attached to housing element 16a. It is also conceivable, in principle, that the electrically and / or electronically actuated actuator device 56a is attached to door unit 22a, and the locking base 50a is attached to housing unit 14a.

[0043] The locking device 28a includes an actuation switch 60a. The actuation switch 60a is configured to output a trigger signal that actuates the actuator device 56a. The actuation switch 60a is configured to actuate the actuator device 56a directly or indirectly. The actuator device 56a can be actuated and thus switched to an active state by means of the actuation switch 60a. Preferably, the aircraft seat module has a control device 62a. The control device 62a is preferably configured as an aircraft seat control device. The trigger signal of the actuation switch 60a is preferably evaluated by the control device 62a and actuates the actuator device 56a accordingly. It is also conceivable, in principle, that the trigger signal of the actuation switch 60a directly actuates the actuator device 56a. The actuation switch 60a is preferably configured as a button. The actuation switch 60a is configured to be actuated by a door unit 22a. The actuation switch 60a is configured to be actuated by movement of the door unit 22a in the opening direction 40a. The actuation switch 60a is configured to be actuated by the movement of the door unit 22a in the opening direction 40a from the closed position, and the door unit 22a is locked in the closed position by means of the locking device 28a. When the locking elements 42a and 44a are engaged in a form-fitting manner with the corresponding form-fitting elements 46a and 48a, the movement of the door unit 22a in the opening direction 40a from the closed position can be achieved by configuring the form-fitting elements 46a and 48a as grooves having extensions larger than those of the locking elements 42a and 44a. The actuation switch 60a is arranged on the housing unit 14a. Preferably, the actuation switch 60a is arranged in the internal space of the housing unit 14a, in which the door unit 22a is retracted in the open position. In principle, it is also conceivable that the actuation switch 60a is arranged on the door unit 22a itself. In principle, it is also conceivable that the locking device 28a has an additional actuation switch, which is configured to be manually actuated directly by the passenger and is therefore located in the passenger seating area 10a in a location easily accessible to the passenger.

[0044] The aircraft seat module includes a sensor device 64a, which is at least configured to detect when the door unit 22a is in the open position. The sensor device 64a is configured to identify whether the door unit 22a is in its open position and can be locked accordingly using a locking device 28a. Here, the sensor device 64a can also preferably be configured as a sensor that is actuated by a corresponding brake when the door unit 22a is in the open position. In principle, it is also conceivable that the sensor device 64a is configured as a non-contact sensor device.

[0045] The aircraft seat module includes a spring device 68a configured to apply a spring force to the door unit 22a. The spring device 68a includes two spring elements 70a and 72a. Alternatively, a single spring element 70a and 72a may also be conceivable. The spring device 68a is functionally arranged between the door unit 22a and the housing unit 14a. The spring device 68a is configured to apply a spring force acting in the closing direction 38a to the door unit 22a. The spring device 68a is configured to apply the spring force to the door unit 22a in the open position to support the closing movement of the door unit 22a. The spring device 68a is compressed when the door unit 22a moves in the opening direction 40a from the closed position to unlock the locking device 28a by means of the actuation switch 60a. Thus, the spring force can be advantageously increased by the movement of the door unit 22a in the opening direction 40a, thereby advantageously supporting the closing movement of the door unit 22a.

[0046] In the open position, door unit 22a is preferably locked by locking device 28a. Locking elements 42a, 44a are arranged in a form-fitting manner in corresponding form-fitting elements 46a, 48a, thus fixing door unit 22a relative to housing unit 14a in a form-fitting manner. Spring device 68a pushes door unit 22a in the closing direction 38a, thereby pushing the form-fitting elements 46a, 48a axially onto the locking elements 42a, 44a arranged in these form-fitting elements 46a, 48a. Electrically and / or electronically actuated actuator device 56a is in a de-energized state, thereby locking device 28a occupies its locked position. Locking device 28a locks door unit in the open position when actuator device 56a is de-energized. Actuation switch 60a is actuated by means of door unit 22a by moving door unit 22a, for example, by a passenger in the opening direction 40a. Once actuation switch 60a is activated, it outputs a trigger signal, which is evaluated by control device 62a. Control device 62a sends a control signal to actuator device 56a, which is then energized by the control signal. With actuator device 56a energized, actuator 58a is activated, causing locking elements 42a, 44a to move from the locked position to the unlocked position. If the force applied to door unit 22a by the passenger is released, spring device 68a pushes door unit 22a in the closing direction 38a. During this process, door unit 22a is released from actuation switch 60a and no longer actuates actuation switch 60a. Control device 62a is configured to actuate actuator device 56a for a defined actuation time period after actuation of actuation switch 60a has ended; that is, to energize actuator device 56a. Here, the actuation time period can preferably be 3 seconds. It can be envisioned here that the trigger signal lasts for less than one second, but the actuation period is correspondingly longer. The actuation period is not a function of the duration of the trigger signal. Therefore, it can be ensured that the door unit 22a can close in a functionally reliable manner. Once the actuation period has elapsed, the actuator device 56a closes again and the locking elements 42a, 44a are pushed back to their locked positions by means of the corresponding spring elements 70a, 72a of the actuator device 56a. The locking elements 42a, 44a are automatically brought into the locked position by means of the corresponding spring elements 70a, 72a of the actuator device 56a when the actuator device 56a is not energized. If the door unit 22a moves from the closed position along the opening direction 38a and thus opens, the locking elements 42a, 44a contact the inclined surface 54a of the locking base 50a. The inclined surface 54a forms a ramp for the locking elements 42a and 44a that move along the opening direction 40a, and pushes the locking elements 42a and 44a from their locked position against the spring force of the spring elements 70a and 72a of the actuator device 56a into their unlocked position.Locking elements 42a and 44a engage with corresponding form-fitting elements 46a and 48a when door unit 22a reaches the open position. Locking elements 42a and 44a are reliably pushed into form-fitting elements 46a and 48a by the spring force of spring elements 70a and 72a of actuator device 56a to ensure engagement. Therefore, door unit 22a is locked in the open position. Door unit 22a can thus be brought into its open position and locked in that open position even when actuator device 56a is not energized. Preferably, door unit 22a can be brought into the open position and locked there at any time. Locking elements 42a and 44a of locking device 28a do not need to be brought into the unlocked position by actuator device 56a to adjust to the open position and lock door unit 22a in the open position. Actuator device 56a does not need to be energized to adjust and lock door unit 22a in the open position. The actuator device 56a only needs to be energized to adjust the door unit 22a from the open-lock position, so as to actively move the locking elements 42a, 44a of the locking device 28a out to form-fit connection with the corresponding form-fitting elements 46a, 48a.

[0047] According to the present invention, a system comprising multiple aircraft seat modules is preferably provided. The system is configured as an arrangement of aircraft passenger seat areas 10a in an aircraft cabin. Multiple aircraft passenger seat areas are arranged together in the aircraft cabin. Each aircraft passenger seat area 10a preferably has an aircraft seat module according to the present invention, each including a door unit 22a lockable in an open position, the door unit 22a being locked by a corresponding locking device 28a and unlockable by means of an electrically or electronically actuated actuator device 56a. The aircraft cabin system includes an electronic control system by means of which the control device 62a of the aircraft passenger seat area 10a can be actuated. The control system preferably includes a central control unit. The control system can, for example, be configured as a bus system. Information and commands from the central control system can be sent to the control device 62a of the aircraft passenger seat area 10a, for example, via input from the crew. The actuator devices 56a of the locking devices 28a of all aircraft seat modules in the system are configured to be closed in a centralized manner. By closing the actuator devices 56a, the actuator devices 56a can no longer be activated and / or powered. Consequently, the locking elements 44a and 42a of the corresponding locking devices 28a can no longer be actively adjusted from their locked positions to their unlocked positions. Therefore, unlocking of the door units 22a of all aircraft seat modules in the system can be prevented by centralized control. Thus, it is advantageous to prevent unlocking of the door units 22a by the crew, for example, during the boarding phase or during takeoff or landing phases when the door units 22a must be opened, by centralized control.

[0048] exist Figures 7 to 13Two embodiments of the invention are illustrated below. The following description and drawings are essentially limited to the differences between the embodiments, wherein, with respect to components with the same name, especially those having the same reference numerals, reference may also be made in principle to the description of the drawings and / or other embodiments, especially... Figures 1 to 6 To distinguish the embodiments, the letter 'a' is appended. Figures 1 to 6 The accompanying drawings, after the reference numerals of the embodiments, are shown. Figures 7 to 13 In the embodiment, the letter 'a' is replaced by the letters 'b' and 'c'.

[0049] exist Figures 1 to 6 An aircraft seat module is shown. The aircraft seat module is configured as part of the interior equipment of the aircraft cabin. The aircraft seat module constitutes an aircraft passenger seat area 10b. The aircraft passenger seat area 10b is configured substantially the same as the aircraft passenger seat area of ​​the first embodiment and therefore will not be described in detail here. The aircraft cabin has at least one aisle area 20b. The aircraft seat module includes an aircraft seat 12b arranged in the aircraft passenger seat area 10b. The aircraft seat module has a housing unit 14b. The housing unit 14b has a housing element 16b. The housing element 16b at least partially surrounds the aircraft passenger seat area 10b. The housing unit 14b constitutes a passageway area 18b. The passageway area 18b connects the aircraft passenger seat area 10b and the adjacent aisle area 20b of the aircraft cabin.

[0050] The aircraft seat module includes a door unit 22b. The door unit 22b is configured to at least partially separate the aircraft passenger seat area 10b from adjacent cabin areas, particularly the aisle area 20b, at least in the operational state. The door unit 22b is configured to close the aisle area 18b in a closed position. In the fully closed position, the door unit 22b extends entirely between housing element 16b and another housing element 26b, at least within a sub-area, defining the aisle area 18b. In the open position, the door unit 22b is configured to release the aisle area 18b.

[0051] The aircraft seat module has a bearing assembly 24b for supporting a door unit 22b. The bearing assembly 24b is configured to movably support the door unit 22b on the housing unit 14b. The door unit 22b can be moved along a closing direction 38b and an opening direction 40b by means of the bearing assembly 24b. The closing direction 38b and the opening direction 40b are opposite directions of the movement path, along which the door unit 22b can be moved by means of the bearing assembly 24b.

[0052] The bearing assembly 24b preferably includes two bearing modules 30b and 32b. The bearing assembly 24b has a first bearing module 30b and a second bearing module 32b. The bearing modules 30b and 32b are configured substantially the same as in the first embodiment.

[0053] The aircraft seat module includes a locking device 28b. The locking device 28b is configured to lock the door unit 22b in the open position. The locking device 28b is also configured to lock the door unit 22b in the fully open / retracted position. The locking device 28b is configured to lock the door unit 22b in the locked position and release movement of the door unit 22b along its movement path in the unlocked position. By locking the door unit 22b in the open position, the door unit 22b is advantageously secured and the passageway area 18b is released.

[0054] The locking device 28b includes an electrically and / or electronically actuated actuator device 56b. The actuator device 56b includes a first locking element 42b. The actuator device 56b includes a second locking element 44b. The locking elements 42b and 44b are configured substantially the same as in the first embodiment, and therefore will not be described in detail here. Description of the locking elements 42b and 44b can be obtained from the corresponding description of the first embodiment. The locking elements 42b and 44b are adjustable between a locked position and an unlocked position. The locking elements 42b and 44b are linearly movable along a movement axis between their locked and unlocked positions. The actuator device 56b has a base 66b. The locking elements 42b and 44b are movably supported in the base 66b. The two locking elements 42b and 44b are arranged side-by-side. The locking elements 42b and 44b are arranged spaced apart from each other. In particular, the locking elements 42b and 44b are arranged spaced apart from each other along a closing direction 38b or an opening direction 40b. Locking elements 42b and 44b are arranged parallel to and spaced apart from the movement path, along which the door unit 22b can move by means of the bearing device 24b. Locking elements 42b and 44b are arranged side-by-side in a horizontal direction. It is also conceivable, in principle, that locking elements 42b and 44b are arranged side-by-side in a horizontal direction. Locking elements 42b and 44b are configured to engage with mating parts in a form-fit manner at the locked position to lock the door unit 22b.

[0055] The locking device 28b has form-fitting elements 46b and 48b for each locking element 42b, 44b, and the corresponding locking elements 42b, 44b engage with the form-fitting elements 46b, 48b in a form-fitting manner to lock. The form-fitting elements 46b, 48b are configured as grooves. The form-fitting elements 46b, 48b have extensions larger than the corresponding extensions of the locking elements 42b, 44b, particularly along the movement direction of the door unit 22b. Thus, the corresponding locking elements 42b, 44b engaged in the form-fitting elements 46b, 48b have defined free space of movement within the form-fitting elements 46b, 48b. The locking device 28b includes a locking base 50b. The form-fitting elements 46b, 48b are introduced into the locking base 50b. The form-fitting elements 46b, 48b are introduced into the upper side of the locking base 50b. Preferably, two form-fitting elements 46b, 48b are configured together. Two shaped fitting elements 46b and 48b form a common groove 52b. In the illustrated embodiment, the locking base 50b is preferably securely connected to the door unit 22b. The locking base 50b is attached to the inside of the door unit 22b. The locking base 50b is preferably screwed to the door unit 22b. The locking base 50b forms a surface that is raised relative to the inside of the door unit 22b.

[0056] An electrically and / or electronically actuated actuator device 56b is configured to be electrically and / or electronically actuated to unlock door unit 22b. Locking device 28b includes an actuation switch 60b. Actuation switch 60b is configured to output a trigger signal that actuates actuator device 56b. The electrical and / or electronic actuation of actuator device 56b is the same as in the first embodiment and will not be described in detail here.

[0057] The aircraft seat module includes a sensor device 64b, which is at least configured to detect when the door unit 22b is in the open position. The sensor device 64b is configured as a door position sensor. The sensor device 64b is configured to identify when the door unit 22b is positioned in its open position and can be locked accordingly using the locking device 28b. Here, the sensor device 64b can also preferably be configured as a button element, which is actuated by a corresponding stop when the door unit 22b is in the open position. In principle, it is also conceivable that the sensor device 64b is configured as a non-contact sensor device.

[0058] The aircraft seat module includes a spring device 68b configured to apply a spring force to the door unit 22b. The spring device 68b includes two spring elements 70b and 72b. Alternatively, a single spring element 70b and 72b may also be conceivable. The spring device 68b is functionally arranged between the door unit 22b and the housing unit 14b. The spring device 68b is configured to apply a spring force acting in the closing direction 38b to the door unit 22b. The spring device 68b is configured to apply the spring force to the door unit 22b in the open position to support the closing movement of the door unit 22b. When the door unit 22b moves from the closed position in the opening direction 40b to unlock the locking device 28b by means of the actuation switch 60b, the spring device 68b is compressed. Thus, the spring force can be advantageously increased by the movement of the door unit 22b in the opening direction 40b, thereby advantageously supporting the closing movement of the door unit 22b.

[0059] Unlike the first embodiment, the locking device further includes a locking status indication unit 74b. The locking status indication unit 74b is configured to detect and display incomplete locking of at least one of the two locking elements 42b, 44b at least in the maximum open position of the door unit 22b. The locking status indication unit 74b is configured to detect and display incomplete locking of the locking device 28b when at least one of the two locking elements is incompletely locked. The locking status indication unit 74b is configured to detect and display incomplete locking of the locking device 28b when only one of the locking elements 42b, 44b is incompletely locked. By identifying the incomplete locking of one of the locking elements 42b, 44b, it is advantageous to identify early on when one of the locking elements 42a, 44b is defective and can no longer be properly locked, even if the door unit 22b is locked in the open position by the properly locked locking elements 42c, 44b. Therefore, it is advantageous to arrange the repair or replacement of one of the locking elements 42b or 44b in advance, thereby advantageously avoiding the failure of the other locking element 42b or 44b and the resulting simultaneous defects of the two locking elements 42a or 44b.

[0060] The lock status indication unit 74b is configured to indirectly detect and display the incomplete locking of one of the locking elements 42b and 44b. The lock status indication unit 74b is configured to allow the locked door unit 22b to move an indication length 76b along the closing direction 38b when one of the locking elements 42b and 44b is incompletely locked. Here, even though the door unit 22b is locked by one of the locking elements 42b and 44b, the door unit 22b can still move an indication length 76b. When the door unit 22b is incompletely locked by the locking device 28b, that is, when one of the two locking elements 42b and 44b is incompletely locked, the door unit 22a can move an indication length 76b along the closing direction 38b. When the door unit 22b is fully locked by means of the locking device 28b, that is, when both locking elements 42b and 44b are fully locked, the door unit 22a cannot move along the closing direction 38b. When the locking device 28b is not fully locked, the door unit 22b moves an indicated length 76b along the closing direction 38b, indicated by the spring force of the spring device 68b. When the locking device 28b is not properly locked due to the incomplete locking of the locking elements 42b and 44b, the spring device 68b presses the door unit 22b along the closing direction 38b down to the indicated length 76b. The indicated length 76b that causes the door unit 22b to move in order to identify incomplete locking is preferably 5 mm. In principle, it is also conceivable that the indicated length 76b is a value between 20 mm and 1 mm, such as 15 mm, 10 mm, 3 mm, or 1.5 mm.

[0061] The lock status indication unit 74b includes a rocker element 78b. The rocker element 78b is configured to contact the locking elements 42b and 44b in the locked position. In the locked state of the door unit 22b in the open position, the locking elements 42b and 44b abut against the rocker element 78b in the fully locked state. Due to the abutment of the two locking elements 42b and 44b in the fully locked state, the rocker element 78b remains in a neutral, undeflected position. The rocker element 78b is pivotally arranged relative to the locking base 50b. For housing the rocker element 78b, the lock status indication unit 74b has an attachment frame 80b. The attachment frame 80b is attached to the locking base 50b. It is also conceivable, in principle, that the attachment frame 80b and the locking base 50b are integrally formed. The attachment frame 80b is arranged on the side of the locking base 50b facing the actuator device 56b. The attachment frame 80b has a channel opening 82b that is larger than the groove 52b of the form-fitting elements 46b and 48b in the locking base 50b. The channel opening 80b allows access to the form-fitting elements 46b and 48b formed by the groove 52b. In the fully locked state, the locking elements 42b and 44b extend through the channel opening 82b of the attachment frame 80b into the form-fitting elements 42b and 44b formed by the groove 52b. A rocker element 78b is connected to the attachment frame 80b. The rocker element 78b is pivotally connected to the attachment frame 80b. The rocker element 78b is pivotally supported on the attachment frame 80b about a pivot axis. The pivot axis around which the rocker element 78b is supported extends coaxially with the axis of movement of the locking elements 42b and 44b. The pivot axis has an equidistant distance from the axis of movement of the locking elements 42b and 44b in a vertically measured manner. The pivot axis is preferably centrally located between the form-fitting elements 46b and 48b formed by the grooves 52b. The rocker element 78b is preferably positioned on the central axis of the groove 52b. The rocker element 78b is pivotally connected to the attachment frame 80b via bearing bolts 84b. The bearing bolts 84b constitute the pivot axis.

[0062] The rocker element 78b is configured as a flat plate. The rocker element 78b has an abutment side 86b. In the installed state, the abutment side 86b of the rocker element 78b faces the groove 52b, which forms the form-fitting elements 46b and 48b. The abutment side 86b is oriented parallel to a first side of the groove 52b in the neutral position. Locking elements 42b and 44b abut against the abutment side 86b of the rocker element 78b in their fully locked positions. In the positions where the locking elements 42b and 44b engage with the form-fitting elements 46b and 48b, the abutment side 86b of the rocker element 78b restricts the movement of the door unit 22b in the closing direction 38b. The locking elements 42b and 44b are supported above the abutment side 86b of the rocker element 78b in the fully locked positions. The rocker element 78b constitutes the form-fitting element of the locking device 28b for locking elements 42b and 44b. With the two locking elements 42b and 44b in the fully locked state of the locking device 28b, the rocker element 78b constitutes a common form-fitting element for the locking elements 42a and 44b (see...). Figure 3 Here, when both locking elements 42b and 44b are fully locked, the rocker element 78b is in its neutral position. When both locking elements 42b and 44b are fully locked, they balance the pivotally supported rocker element 78b, particularly maintaining it in the neutral position. For this purpose, the rocker element 78b has a contact area on its abutting side 86b against which the locking elements 42b and 44b abut. Each contact area has the same large distance from the pivot axis around which the rocker element 78b is supported. The two contact areas of each of the locking elements 42b and 44b are arranged on opposite sides of the pivot axis of the rocker element 78b. The rocker element 78b has rounded portions in the lateral edge regions 92b and 94b of the abutting side 86b. The rounded portion creates space in the tilted state of the rocker element 78b, allowing the partially locked locking elements 42b and 44b to move through this space, passing through the rocker element 78b and entering the groove 52b (see...). Figure 5 Therefore, the incomplete locking elements 42b and 44b can be easily repaired.

[0063] The rocker element 78b is configured to tilt via the other fully locked locking element 42a, 44b when one of the locking elements 42b, 44b is not fully locked, thereby allowing the locked door unit 22b to move an indicated length 76b in the closing direction 38b. If one of the two locking elements 42b, 44b is not fully locked and does not engage in the groove 52b constituting the shape-fitting elements 46b, 48b, then only one of the fully locked locking elements 42a, 44b abuts against the rocker element 78b, particularly the abutting side 86b of the rocker element 78a. Figure 4The illustration shows that only the upper locking element 42b is fully locked, while the lower locking element 44b is partially locked, for example, due to a defect. The fully locked locking element 42b engages in the groove 52b of the locking base 52b. The partially locked locking element 44b does not engage in the groove 52b of the locking base 50b. The partially locked locking element 44b is in its unlocked position. Thus, only the fully locked locking element 42b intersects with and contacts the rocker element 78b. The other partially locked locking element 44b does not contact the rocker element 78b. The rocker element 78b is disengaged by being abutted against on one side by the locked locking element 42b and pivots by the spring force of the spring device 68b acting on the door unit 22b in the closing direction 38b. The rocker element 78b releases a path via pivoting, through which the door unit 22b can move an indicated length 76b until the fully locked locking element 42b abuts against the wall of the groove 52b forming the corresponding form-fitting element 46b. The abutting surfaces of the form-fitting elements 42b and 44b are spaced apart by the indicated length from the abutting side 86b of the rocker element 78b in the neutral position along the closing direction 38b. Thus, when the rocker element 76b is tilted due to the abutting of only one side of the locking units 42b and 44b, the spring force of the spring device 68b can cause the door unit 22b to move the indicated length 76b along the closing direction 38b.

[0064] The lock status indication unit 74b includes a sensor device 88b configured to indirectly detect incomplete locking of one of the locking elements 42b and 44b. Specifically, the sensor device 88b is configured to detect that the door unit 22b has moved an indicated length 76b along the closing direction 38b. The sensor device 88b is configured to output a fault signal when the door unit 22b has moved the indicated length along the closing direction 38b. The control device 62b is configured to evaluate the fault signal of the sensor device 88b. By evaluating the fault signal of the sensor device 88b, the control device 62b can advantageously determine that the door unit 22b has moved the indicated length 76b and thereby detect incomplete locking of one of the two locking elements 42b and 44b. The sensor device 88b and the aircraft seat module are configured as a single piece for the door sensor unit sensor device 64b. Therefore, the sensor device 64b can be advantageously used in the lock status indication unit 74b, thus saving components. In principle, it is also conceivable that the locked state indicator unit 74b has a separately configured sensor that detects that the door unit 22b moves an indicated length 76b along the closing direction 38b.

[0065] The lock status indication unit 74b includes an indication unit 90b. The indication unit 90b is configured to indicate an incomplete lock on one of the two locking elements 42b and 44b. The indication unit 90b is configured to output a visual signal when one of the two locking elements 42b and 44b is incompletely locked. The indication unit 90b is preferably configured to display at least two different output signals, so as to indicate, on the one hand, an incomplete lock on one of the locking elements 42b and 44b, and on the other hand, a complete lock on both locking elements 42b and 44b. The indication unit 90b is configured as an illumination device. The indication unit 90b configured as an illumination device is configured to represent at least two different colors. The indication unit 90b is configured to output a red light, for example, when one of the locking elements 42b and 44b is incompletely locked, and to output a red light when both locking elements 42b and 44b are completely locked. It is also conceivable, in principle, that the indication unit 90b outputs a signal only when one of the two locking elements 42b and 44b is incompletely locked. In principle, it is also conceivable that the indicator unit 90b can form and output different visual, auditory, and / or tactile output signals. The indicator unit 90b is arranged separately from the locking elements 42b and 44b in the upper region of the door unit 22b. Thus, the indicator unit 90b is advantageously positioned at a height easily visible to personnel, such as boarding personnel. In principle, it is also conceivable that the indicator unit 90b is arranged in the upper region of the housing unit 14b.

[0066] The locking status indicator unit 74b preferably has an additional indicator unit 108b. The additional indicator unit 108b is purely mechanically constructed. The additional indicator unit 108b is preferably partially constituted by the door unit 22b. The additional indicator unit 108b has a first mark arranged on the door unit 22b. The indicator unit 104b has a second mark arranged on the housing unit 14b. In the fully open position of the door unit 22b, where both locking elements 42b and 44b are fully locked, the two marks of the indicator unit 108b are equal. If the door unit moves an indicator length 76b in the locked position of the door unit due to one of the two locking elements 42b and 44b being incompletely locked, the marks of the indicator unit 108b are no longer equal, thereby indicating that one of the two locking elements 42b and 44b is incompletely locked. In principle, it is also conceivable that the purely mechanical indicator unit 108b has an observation window in the door unit 22b, which is arranged equally with the indicator mark when the door unit 22b moves the indicator length along the closing direction 38b, and the indicator mark can then be seen from the passageway area 20b.

[0067] In principle, an alternative design could be conceived in which the aforementioned lock status indicator unit 74b is purely mechanically configured and only has a separate, purely mechanical indicator unit 104b. Alternatively, it could be conceivable that the purely mechanical indicator unit 104b could be omitted.

[0068] Figure 12 and Figure 13 A portion of the aircraft seat module in the third embodiment is shown. The aircraft seat module includes a door unit 22c. The door unit 22c is configured to, at least in the operational state, demarcate at least partially the aircraft passenger seat area 10c from adjacent cabin areas, particularly the aisle area 20c. The aircraft seat module has a bearing assembly 24c for supporting the door unit 22c. The door unit 22c can be adjusted between an open position and a closed position by means of the bearing assembly 24c. The aircraft seat module includes a locking device 28c. The locking device 28c is configured to lock the door unit 22c in a fully open and retracted position. The locking device 28c includes an electrically and / or electronically actuated actuator device 56c. The actuator device 56c includes a first locking element 42c. The actuator device 56c includes a second locking element 44c.

[0069] The locking device includes a lock status indicator unit 74c. The lock status indicator unit 74c is configured to detect and display at least one of the two locking elements 42c, 44c being incompletely locked, at least at the maximum open position of the door unit 22c. Figure 7 and Figure 8 An alternative design for the lock status indication unit 74c is shown. Instead of indirectly detecting the incomplete locking of the locking elements 42c and 44c, the lock status indication unit 74c of the second embodiment is configured to directly detect the incomplete locking of the locking elements 44c and 42c at the corresponding locking elements 42a and 44c. Unlike the first embodiment, the lock status indication unit 74c is purely mechanically constructed.

[0070] The locking status indication unit 74c has spring-loaded indication elements 96c and 98c for each locking element 42c, 44c. These spring-loaded indication elements 96c and 98c are configured to deflect from a first position to a second position when the door unit 22c is locked in its locked position by the corresponding locking element 42c, 44c. The spring-loaded indication elements 96c and 98c are movably, and in particular pivotally, mounted on the locking base 50c of the locking module. It is also conceivable, in principle, that the indication elements 96c and 98c are movably attached to the door unit. The indication elements 96c and 98c are configured to be adjusted to the locked position by each of the locking elements 42c, 44c during adjustment. In the neutral position, the indication elements 96c and 98c are in a first position, which constitutes a first indicating position. In the first indicating position, the corresponding indication element 96c and 98c indicates a locking element that is not fully or not engaged in the locked position. Therefore, at the first indicated position, for example, the first observation surface 104c, colored red, is visible. At the second position constituting the second indicated position, the indicating elements 96c and 98c are adjusted by corresponding locking elements. At the second indicated position, the corresponding indicating elements 96c and 98c indicate that the corresponding locking elements 42c and 44c are fully locked. Therefore, at the second indicated position, for example, the second observation surface 106c, colored green, is visible. The locking state indicating unit 74c has observation windows 100c and 102c for each spring-loaded indicating element 96c and 98c, through which the position of the corresponding indicating element 96c and 98c can be viewed. Depending on the position of the indicating elements 96c and 98c, one of the two observation surfaces 104c and 106c of the corresponding indicating element 96c and 98c to be displayed is visible through observation windows 100c and 102c, respectively.

Claims

1. An aircraft seat module comprising: a housing unit (14a; 14b; 14c) said housing unit (14a; 14b; 14c) at least partially defining an aircraft passenger seat area (10a; 10b); 10c); door units (22a; 22b; 22c), said door units (22a; 22b; 22c) being configured at least in the operational state to close the passageway area (18a; 18b) leading to said aircraft passenger seat area (10a; 10b); bearing devices (24a; 24b; 24c), said bearing devices (24a; 24b; 24c) being configured to movably support said door units (22a; 22b; 22c) relative to said housing unit (14a; 14b) between an open position and a closed position; and locking devices (28a; 28b; 28c), said locking devices (28a; 28b; 28c) being configured to lock said door units (22a; 22b; 22c) in the open position, and for this purpose said locking devices (28a; 28b; 28c) having at least one electrically and / or electronically actuated actuator device (56a; 56b; 56c), said at least one actuator device (56a; 56b; 56c) is at least configured to be electrically and / or electronically actuated to unlock the door unit (22a; 22b; 22c); the actuator device (56a) includes an actuator (58a), a first locking element (42a) and a second locking element (44a), wherein the first locking element (42a) and the second locking element (44a) are adjustable from their locked position to their unlocked position by actuation of the actuator (58a); characterized in that the locking device (28b) further includes a locking status indicator unit (74b); at least at the maximum open position of the door unit (22b), the locking status indicator unit (74b) is configured to detect and display incomplete locking of at least one of the first locking element (42b) and the second locking element (44b); when at least one of the first locking element (42b) and the second locking element (44b) is incompletely locked, the locking status indicator unit (74b) is configured to detect and display incomplete locking of the locking device (28b).

2. The aircraft seat module according to claim 1, characterized in that, The first locking element (42a) and the second locking element (44a) are configured to be spring-loaded.

3. The aircraft seat module according to claim 2, characterized in that, The actuator device (56a) has a spring element for each of the first locking element (42a) and the second locking element (44a), the spring element subjecting the first locking element (42a) and the second locking element (44a) to a spring force in one direction.

4. The aircraft seat module according to claim 3, characterized in that, The first locking element (42a) and the second locking element (44a) are configured by means of the spring element such that their locking positions constitute a neutral position, and the first locking element (42a) and the second locking element (44a) are automatically adjusted to the neutral position.

5. The aircraft seat module according to any one of the preceding claims, characterized in that, The actuator device (56a) has a base (66a) in which a guide groove is arranged, and the first locking element (42a) and the second locking element (44a) are each linearly movable and supported in the guide groove.

6. The aircraft seat module according to any one of claims 1-4, characterized in that, The locking device (28a) comprises a first locking element (42a) and a second locking element (44a), each including a shape-fitting element (46a, 48a). The first locking element (42a) and the second locking element (44a) are engaged in a shape-fitting manner into the corresponding shape-fitting element (46a, 48a) for locking. The locking device (28a) also includes a locking base (50a), into which the shape-fitting elements (46a, 48a) are introduced. The two shape-fitting elements (46a, 48a) form a common groove (52a).

7. The aircraft seat module according to claim 6, characterized in that, The locking base (50a) is attached to the inside of the door unit (22a), and the locking base (50a) forms a surface that is raised relative to the inside of the door unit (22a).

8. The aircraft seat module according to claim 6, characterized in that, The locking base (50a) forms an inclined surface (54a) on a first side, the inclined surface (54a) being configured as an actuating inclined surface, the actuating inclined surface being configured to adjust the first locking element (42a) and the second locking element (44a) from their locked position to their unlocked position before reaching the open position.

9. The aircraft seat module according to any one of claims 1-4, characterized in that, The locking device (28a) has at least one actuation switch (60a) configured to be actuated by movement of the door unit (22a), and the actuator device (56a) can be actuated by actuation of the actuation switch (60a).

10. The aircraft seat module according to claim 9, characterized in that, The actuation switch (60a) can be actuated by moving the gate unit (22a) along the opening direction (40a) of the gate unit (22a).

11. The aircraft seat module according to any one of claims 1-4, characterized in that, The locking device (28a; 28b; 28c) is configured to occupy the locked position when the electrically and / or electronically actuated actuator device (56a; 56b; 56c) is de-energized.

12. The aircraft seat module according to any one of claims 1-4, characterized in that, The locking device (28a; 28b; 28c) is configured to lock the door unit (22a; 22b; 22c) in the open position when the actuator device (56a; 56b; 56c) is not energized.

13. The aircraft seat module according to any one of claims 1-4, characterized in that, The door unit (22a; 22b; 22c) is configured to be brought into its open position and locked in the open position when the actuator device (56a; 56b; 56c) is de-energized.

14. The aircraft seat module according to any one of claims 1-4, characterized in that, The actuator devices (56a; 56b; 56c) are configured to be closed in a centralized manner to prevent the door units (22a; 22b; 22c) from unlocking in at least one operating state.

15. The aircraft seat module according to any one of claims 1-4, characterized in that, The sensor device (64a; 64b; 64c) is provided with at least one means for detecting the door unit (22a; 22b; 22c) in the open position.

16. The aircraft seat module according to claim 1, characterized in that, When one of the first locking element (42b) and the second locking element (44b) is not fully locked, the locking status indicator unit (74b) is configured to allow the locked door unit (22b) to move an indicator length (76b) along the closing direction (38b).

17. The aircraft seat module according to claim 16, characterized in that, When the door unit (22b) is locked by one of the first locking element (42b) and the second locking element (44b), the door unit (22b) is able to move the indicated length (76b).

18. The aircraft seat module according to claim 16, characterized in that, When the locking device (28b) is not fully locked, the door unit (22b) moves the indicated length (76b) along the closing direction (38b) indicated by the spring force of the spring device (68b).

19. A system comprising at least two aircraft seat modules according to any one of claims 1-18, characterized in that, A central control unit is configured to centrally control and shut down the actuators (56a; 56b; 56c) of multiple aircraft seat modules in at least one operating state.

20. The system according to claim 19, characterized in that, The actuator devices (56a; 56b; 56c) for closing multiple aircraft seat modules are actuator devices (56a; 56b; 56c) for closing all aircraft seat modules.

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