Seat unit with parking position for aircraft passenger

Abstract

The invention relates to a seating unit (100) for an aircraft (10) passenger, comprising a seat (110) comprising a cushion part (130) and a backrest (140), which are movably arranged on a base (120) and are each driven by an electric mechanism, and a housing (150), the seating unit (100) comprising a detection device (170) for detecting the presence of the passenger on the seat (110), the seat is configured to assume a takeoff / taxiing / landing position in which the cushion portion (130) is remote from the housing (150) and the backrest (140) is inclined towards the housing (150) when the presence of the passenger is detected; and when the presence of the passenger is not detected, adopting a parked position in which the cushion portion (130) is proximate the housing (150) and the backrest (140) is substantially parallel to the housing (150), thereby expanding the access between the two seating units.

Description

Technical Field

[0001] The present invention relates to the technical field of passenger seats for transportation vehicles, in particular to seats for aircraft such as passenger planes.

[0002] More specifically, the invention relates to a seating unit for aircraft passengers having an automatic parking position for enlarging the aisle, a seating arrangement comprising such a unit and an aircraft comprising such an arrangement.

[0003] The present invention is particularly suitable for the layout of a passenger cabin of a medium-range or long-range passenger aircraft, in particular a business class cabin (the English term is business class). Background Art

[0004] Passenger comfort is an important competitive factor in air transport. For most airlines, this comfort is constrained by profitability requirements and reduced environmental impact, which is reflected in high density layouts, in other words, cramming as many passengers as possible into the available space.

[0005] The comfort level required in the higher classes of travel (First and Business Class) must offer passengers the possibility of a reclining sleeping position, especially on longer flights, and be able to maintain a certain privacy from other passengers.

[0006] For this reason, seats that can be converted into beds have been around for a long time and have a variety of configurations. Typically, known seats can also adopt predefined positions, such as a "resting" position by tilting the seat back.

[0007] Furthermore, seat units are known which include a housing surrounding a seat and separating the seat from adjacent similar seats.

[0008] In the case of dense seating, a problem that often arises is the access from the aircraft aisle to the seat and vice versa. In fact, when this aisle (also called "access aisle" in the field of air transport) is too narrow, it takes considerable effort for passengers to get in and out of their seats.

[0009] It is therefore crucial to overcome this aisle problem while maintaining or even increasing the seat density in the aircraft cabin.

[0010] In addition, the airlines have imposed an additional constraint that a high level of comfort is also required in the seated position, that is, once the passenger is seated. Therefore, it is not enough to simply provide a seat that allows for an enlarged aisle, but a high level of comfort must also be guaranteed in all situations.

[0011] Therefore, there is a need to provide a seat that can expand the passage or access when needed while also addressing the comfort of the seating position.

[0012] These issues should be addressed in the specific context of air transport, which involves special safety requirements and weight restrictions on aircraft equipment.

[0013] For these reasons, these requirements and restrictions should also be taken into account when solving the above problems. For these same reasons, solutions from adjacent fields (such as automotive or railways) cannot be considered. Summary of the invention

[0014] The present invention aims to overcome all or part of the above-mentioned disadvantages of the prior art.

[0015] To this end, the present invention relates to a seat unit for aircraft (particularly passenger aircraft) passengers, comprising a seat with adjustable position and a housing for isolating the seat from adjacent similar seat units, the seat comprising a cushion part and a backrest, the cushion part and the backrest being movable on a base, the cushion part and the backrest being driven respectively by an electric mechanism, the unit comprising a detection device for detecting the presence of the passenger on the seat, wherein the seat is configured as follows:

[0016] - when the detection device detects the presence of the passenger, adopting a so-called take-off / taxi / landing position, in which the seat cushion portion is away from the shell and the backrest is tilted towards the shell, and

[0017] -When the detection device does not detect the presence of the passenger, a so-called parked position is adopted, in which the cushion part is close to the shell and the backrest is essentially parallel to the shell, thereby enlarging the channel formed between the seat and a shell or aircraft wall similar to the seat unit arranged in front of the seat when the unit is installed in the aircraft cabin.

[0018] Thus, a passenger seat is obtained which adopts a parking position clearing the aisle or the access aisle when the passenger arrives at or leaves the seat, in particular after boarding, landing or during the flight when the passenger wishes to temporarily leave the seat. When the passenger sits in the seat, the seat unit quickly adopts a take-off / taxiing / landing position (abbreviated in English terminology as "TTL" for takeoff / taxiing / landing), which is more comfortable. The passenger thus spends only a short time in the parking position of the seat and quickly moves into a more comfortable position.

[0019] Indeed, in the TTL position, the position in which the cushion portion is positioned away from the shell and the backrest is tilted enables better support of the passenger's lower limbs and a more comfortable and relaxed torso posture.

[0020] It is important to point out that since the switch from one position to another is fully automatic and with the lowest possible delay, the comfort of the passenger is particularly important, as the passenger does not have to make any action but still gets the seat in the ideal position when he / she reaches it.

[0021] It should also be pointed out that the seat can of course adopt other positions, the choice of which is left to the passenger, for example a rest position that is more inclined than the TTL position, or a bed position. In this case, it is provided that if the passenger stands up from such a position different from the TTL position, the seat returns to the parked position. The TTL position is the default position adopted when a passenger sits in a seat that was previously in the parked position.

[0022] According to a preferred embodiment, the backrest comprises an upper portion and a movable lower portion, wherein the lower portion is configured to tilt towards the upper portion in the rest position to form an area for lumbar support of a passenger in the rest position.

[0023] This allows the seat backrest to be "folded" and the transition between the upper part of the backrest and the seat cushion part to be softer. As a result, a lumbar support area is obtained for supporting the passenger's back in the parked position.

[0024] This lumbar support significantly improves the comfort of the passenger when sitting in the parked position. These arrangements therefore make the seat comfortable in all situations, even in the brief period between when the passenger is seated in the parked position and when the seat transitions to the TTL position.

[0025] According to a particular embodiment, the lower part can be tilted by means of a rotatable roller fixed to the cushion part and a cam fixed to the lower part of the backrest, the cam having a profile such that the lower part rotates towards the upper part of the backrest when the cushion part moves towards the seat unit shell.

[0026] Thanks to these arrangements, a lower tilt is obtained which is synchronized with the movement of the cushion portion, with the lumbar support varying gradually between the rest position and the TTL position.

[0027] Furthermore, the tilting of the lower part can be achieved without the need for additional actuators or electric mechanisms, which contributes significantly to the economic cost reduction of the unit as well as the reduction of weight.

[0028] According to a particular embodiment, the lower part is fixedly connected to the upper part via a hinge.

[0029] Thus, a particularly simple design is achieved, the lower part being supported by the upper part.

[0030] According to a particular embodiment, said detection means is a pressure sensor.

[0031] More specifically, the detection device is a pressure sensor that is located on the seat cushion portion. According to a variant, it can also be composed of a pressure sensor that is located on the seat back.

[0032] According to a preferred embodiment, the motor mechanism of the cushion part is configured to move the cushion part in translation relative to the base, and the motor mechanism of the backrest is configured to move the backrest in rotation relative to the cushion part.

[0033] In this way, the kinematics of the seat are achieved by decomposing its movement into two elementary movements, which has the effect of significantly simplifying the design of the seat and enabling the use of simple actuators.

[0034] According to a preferred embodiment, between the take-off / taxi / landing position and the parked position, the translation amplitude of the cushion part relative to the base is between 60 and 160 mm, preferably 110 mm, and the rotation amplitude of the backrest relative to the cushion part is between 8 and 16 degrees, preferably 12 degrees.

[0035] Alternatively, the translation amplitude of the cushion portion relative to the base may also be between 80 and 140 mm, preferably between 100 and 120 mm, and the rotation amplitude of the backrest relative to the cushion portion may be between 10 and 14 degrees, preferably between 11 and 13 degrees.

[0036] According to a preferred embodiment, the seat comprises a base, and the base further comprises an armrest which can be retracted towards the shell to enlarge the channel formed between the seat and a shell similar to a seating unit in the parked position.

[0037] Thus, passengers can enjoy the additional comfort provided by the armrest without obstructing passageways or access routes, which would conflict with the objectives of the present invention.

[0038] According to a particular embodiment, the armrest is driven by an electric mechanism.

[0039] As a result, no additional effort is required from the user. In particular, the motorized mechanism can be synchronized with the movement of the seat to further enhance passenger comfort.

[0040] Another object of the invention is a seating arrangement for an aircraft passenger cabin, comprising at least two seating units according to the invention, arranged in front of each other in an alignment direction.

[0041] According to a preferred embodiment, when the seating arrangement is installed in the aircraft passenger cabin, the seating units are oriented along the alignment direction corresponding to the direction of the aircraft longitudinal axis.

[0042] According to a preferred embodiment, the seat units are arranged obliquely with respect to the alignment direction corresponding to the direction of the longitudinal axis of the aircraft, when the seating arrangement is installed in the aircraft cabin.

[0043] This raked or “V” shaped arrangement therefore makes use of the cabin width, thereby increasing seating density.

[0044] Another object of the invention is an aircraft of the passenger aircraft type comprising a passenger cabin including at least one seating arrangement according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Other advantages, objectives and features of at least one specific embodiment of the apparatus and method of the present invention are described by the following non-limiting description with reference to the accompanying drawings, in which:

[0046] - Figure 1 A schematic diagram showing a partial top view of an aircraft cabin is shown.

[0047] - Figure 2 shows a detailed schematic diagram of an aircraft cabin from above,

[0048] - Figure 3 shows a top view of two seat units in the parked position and the TTL position,

[0049] - Figure 4 shows a side view of two seat units in the parked position and in the TTL position, respectively,

[0050] - Figure 5 The detailed schematic diagram of the backrest electric mechanism and the lumbar support mechanism is shown.

[0051] - Figure 6 A detailed schematic diagram of the lumbar support mechanism is shown. DETAILED DESCRIPTION

[0052] The present description is given in a non-limiting manner and the features of each embodiment may be advantageously combined with any other features of any other embodiment.

[0053] It should be noted that the drawings are not drawn to scale.

[0054] Figure 1 A passenger cabin 11 of an aircraft 10 of the single-aisle passenger aircraft type is partially shown in a top view. Figure 2 A detailed view of the cabin is shown.

[0055] A plurality of seat units 100 according to the present invention are installed on both sides of an aisle 12 of a passenger cabin 11. In this case, the aisle is centrally located and extends along the longitudinal axis of the aircraft 10. The seat units 100 are arranged in an alignment direction corresponding to the longitudinal axis (in Figure 1 The seat units 100 are arranged in a V-shaped manner in the cabin 11, i.e., the alignment direction is parallel to the longitudinal axis. Furthermore, the seat units are arranged obliquely with respect to the alignment direction, in this embodiment, towards the outside of the cabin. Such a V-shaped cabin 11 arrangement, in particular in the case where the seat units 100 are convertible into beds, as in this embodiment, allows full use of the cabin width. However, any other orientation, such as an arrangement along the alignment direction, is also conceivable.

[0056] like Figure 3 As shown, the seat unit 100 includes a seat 110, and in particular includes a base 120, on which a cushion portion 130 and a backrest 140 are movably arranged. More specifically, the cushion portion 130 is slidably arranged on the base 120, and the backrest 140 is translatably arranged on the cushion portion 130.

[0057] Advantageously, the seating unit 100 includes a housing 150 for isolating the seat 110 from adjacent similar seating units, particularly seating units located behind the seat 110 .

[0058] The housing 150 may also form a larger environment by substantially surrounding the rear portion of the seat and extending laterally to the seat to form a semi-enclosed space dedicated to the occupant of the seat 110 .

[0059] It will be appreciated that the housing 150 of the adjacent seat located forward of the seat 110 separates the passenger from the adjacent seat. Figure 2 This is shown. If the seat 110 is the first in a row of seats, it may face the wall of the aircraft 10, thus enclosing a semi-enclosed space dedicated to the passenger.

[0060] The base 120 is fixed to the floor of the passenger cabin. Typically, the bases 120 of different seat units 100 are spaced apart at a fixed predetermined distance.

[0061] The seat 110 is in an adjustable position, with the cushion portion 130 and the backrest 140 of the seat being movable relative to the base 120 .

[0062] The seat 110 can adopt a plurality of predetermined positions, in particular a bed position or a relaxation position.

[0063] During the take-off, taxiing or landing phases, passengers cannot be in a bed position or in a relaxed position, in particular due to the safety regulations in force in the field of air transport.

[0064] During these phases, the seating unit 100 is configured so that the seat 110 adopts a so-called take-off / taxi / landing position, referred to as "TTL". In this position, the cushion portion 130 is away from the shell 150 and the backrest 140 is tilted toward the shell 150, such as Figure 3 and Figure 4As shown in seat 110A.

[0065] It should be noted that, in this position, the distance between the cushion portion 130 and the shell 150 is not necessarily the largest, and should be understood in conjunction with the resting position described below. Similarly, the backrest 140 is tilted toward the shell 150, which means that starting from the cushion portion 130, as it approaches the free end of the backrest 140, the backrest 140 gradually approaches the shell 150. However, the tilted position is not necessarily the maximum tilt angle.

[0066] In this so-called TTL position, the width of the passage 160 between the seat cushion portion 130 and the rear surface of the preceding seat-like shell 150 or the wall of the aircraft is a reduced width H. TTL . Usually, the width H TTL At 6.5 inches, or 152.4 millimeters, that's not enough for passengers to pass comfortably.

[0067] Therefore, the seating unit 100 is configured so that the seat 110 can also adopt a so-called parking position, referred to as "ACC". In this position, the cushion portion 130 is close to the shell 150, and the backrest 140 is substantially parallel to the shell 150, such as Figure 3 and Figure 4 The so-called "substantially parallel" should be understood as the parallelism deviation between the backrest 140 and the shell 150 is allowed to be within plus or minus 5 degrees.

[0068] In this position, the close position of the cushion part 130 is usually the proximal position of the shell 150, i.e. it is the position that can be closest to the shell 150. Usually, the position of the backrest 140 is the position that is tilted as far back as possible. In other words, compared with the TTL position, the backrest 140 is rotated relative to the cushion part 130 towards the cushion part 130.

[0069] If the shape of the shell 150 facing the backrest 140 is not substantially flat, or the longitudinal section of the shell 150 is not substantially flat, Figure 3 The substantially straight line shown, the rest position then corresponds to a position in which the backrest 140 is brought as close as possible to the shell 150, but not necessarily strictly parallel thereto, by moving the cushion portion 130 rearwardly and straightening the backrest 140.

[0070] In the parked position, the width of the passage 160 between the seat cushion portion 130 and the rear surface of the preceding seat-like shell 150 or the wall of the aircraft is an increased width H ACC . Usually, the width H ACC At 9 inches, or approximately 228.6 millimeters, this means that the passage 160 or access opening is wide enough for a passenger to enter and exit his seat 110 comfortably.

[0071] In order to enable the seat to be transferred from one position to another without any effort on the part of the passenger, a detection device 170 is provided for detecting the presence of a passenger on the seat 110 .

[0072] In particular, the detection device 170 can be a pressure sensor integrated in the cushion part 130. It can also be a presence sensor, for example an infrared sensor, arranged on the seat 110 or in its vicinity.

[0073] The detection device 170 is connected to a control unit of the seat unit 100 , and the control unit controls the position of the seat 110 according to data transmitted by the detection device 170 .

[0074] When the detection device 170 detects the presence of a passenger on the seat 110, the control unit sends an instruction to the seat 110 to adopt the TTL position.

[0075] For the pressure sensor, for example, the detection of the presence of an occupant may correspond to exceeding a predetermined pressure threshold value set by the control unit, which threshold value is significantly lower than the pressure exerted by a child or an adult of average weight. In this way, it is possible to avoid that the seat 110 changes position when a light weight object such as a bag is placed on the cushion portion 130.

[0076] The TTL position is the position assumed by default when a passenger sits on the seat 110. However, if the control unit allows, the passenger can select other positions of the seat after sitting down, and the control unit can be configured to prevent the selection of other positions, especially during take-off or landing. To this end, the seat unit 100 can be provided with a human-machine interface, such as a control panel. Such adjustments can also be made through a multimedia interface provided on the housing 150 of the previous seat in front of the seat 110.

[0077] When the detection device 170 does not detect the presence of a passenger on the seat 110, the control unit sends an instruction to the seat 110 to adopt a parking position.

[0078] In other words, when a passenger is not sitting on the seat 110 , the seat is always in the parked position to clear the passage leading to the seat.

[0079] Therefore, it should be understood that the seating unit 100 is configured to provide a comfortable position for the passenger when a passenger is detected in the seat 110 , and to provide the passenger with convenient access to the seat 110 when a passenger is not detected in the seat 110 .

[0080] In order to fully automate the adoption of the TTL position or the parked position, both the seat cushion part 130 and the backrest 140 are driven by electric mechanisms.

[0081] The electric mechanisms of the cushion portion 130 and the backrest 140 are driven by electric actuators, respectively. The electric actuators are connected to the control unit, which controls them according to data received from the detection device 170 or, where appropriate, according to a human-machine interface.

[0082] In particular, if Figure 3 As shown, the mechanism for driving the cushion portion 130 includes a rack and pinion driven by a motor. The cushion portion 130 is arranged on the guide rails of the base 120 so that it can perform translational movement relative to the base.

[0083] On the other hand, the backrest 140 is rotatable relative to the seat cushion portion 130. In particular, as Figure 5 As shown (where the seat is in the TTL position), the backrest 140 is supported by a pair of side panels 143 with arc-shaped racks 144. The racks 144 mesh with pinions 145 rotatably fixed to the cushion portion 130. The pinions 145 are driven by one or more motors.

[0084] Thus, it will be appreciated that movement of the backrest 140 relative to the base 120 is a combination of the cushion portion 130 (translation relative to the base) and the backrest (rotation relative to the cushion portion).

[0085] Preferably, the dimensions of the mechanism are designed so that the translation amplitude of the cushion portion 130 relative to the base 120 is between 500 and 580 mm, preferably 540 mm, and the rotation amplitude of the backrest 140 relative to the cushion portion 130 is between 92 and 102 degrees, preferably 97 degrees. These amplitudes enable the transition from the parking position to the bed position (in which the backrest and the cushion portion are substantially in the same plane), which is the extreme position.

[0086] Between the rest position and the TTL position, the translation amplitude of the cushion portion 130 relative to the base 120 is preferably 110 mm, and the rotation amplitude of the backrest 140 relative to the cushion portion 130 is preferably 12 degrees.

[0087] Furthermore, in order to increase the comfort of the passenger in the parked position (even though this position is only occupied for a few seconds), a lumbar support area can be provided.

[0088] To this end, the backrest 140 comprises an upper part 141 and a movable lower part 142 .

[0089] In particular, the upper part 141 is connected to the side panels 143 supporting the backrest 140, and the lower part 142 is connected to the upper part 141 by a hinge. For example, such a hinge can be formed by the outer covering of the backrest 140, which is continuous in two parts.

[0090] When the seat 110 is in the parked position, the lower portion 142 is configured to tilt toward the upper portion 141 .

[0091] More specifically, in this case, the side of the backrest 140 facing the passenger has a "fold" or "break", such as Figure 3 Seat 110B and Figure 6 (where the seat is in the parked position). Preferably, the angle formed between the portions 141 and 142 is an obtuse angle β of about 10 to 20 degrees, preferably 13 to 17 degrees, and more preferably 15 degrees in the parked position.

[0092] Preferably, in the TTL position, portions 141 and 142 are aligned substantially in the same plane with no visible breaks or folds.

[0093] Therefore, in order to alleviate the discomfort of the passenger, a lumbar support area for the passenger is formed in the parking position, which, incidentally, is relatively uncomfortable. However, when the seat 110 is in the more comfortable TTL position, this area disappears.

[0094] In order to allow the lumbar support to change gradually between the rest position and the TTL position and in sync with the movement of the cushion part 130, a special mechanism is advantageously provided.

[0095] A rotatable roller 146 fixed to the cushion portion 130 contacts a cam 147 fixed to the lower portion 142 of the backrest 140. The cam 147 may be a plate having a profile forming a cam curve, which is suitable for rotating the lower portion 142 toward the upper portion 141 of the backrest when the cushion portion 130 moves toward the housing 150. In particular, to achieve this, the cam profile may be selected to form a circular arc with a variable diameter, such as Figure 6 shown.

[0096] It should also be appreciated that in this manner, no additional actuator is required to tilt the lower portion 142 .

[0097] In addition, one or more armrests 180 are usually provided in modern seating units 100. In order to prevent the presence of the armrests 180 from causing obstructions in the passage or the entrance 160, the armrests are designed to be retractable toward the shell 150.

[0098] Typically, the armrest 180 is fixed relative to the base 120, including a fixed base and a retractable portion 181. The retractable portion 181 is slidably arranged on the base. The movement of the retractable portion 181 can be manual, for example, including a card slot with a plurality of predetermined positions, or driven by an electric mechanism.

[0099] In the latter case, the motorized mechanism is advantageously synchronized with the motorized mechanisms of the cushion portion 130 and the backrest 140 so as to automatically clear the channel 160 when the seat 100 is in the parked position.

Claims

1. A seat unit (100) for passengers of an aircraft (10) such as a passenger aircraft, comprising a seat (110) with adjustable position and a housing (150) for isolating the seat from an adjacent similar seat unit, the seat comprising a cushion portion (130) and a backrest (140), the cushion portion (130) and the backrest (140) being movable on a base (120), the cushion portion and the backrest being driven by an electric mechanism respectively, characterized in that: The seat unit (100) comprises a detection device (170) for detecting the presence of the passenger on the seat (110), wherein the seat is configured as follows: - when the detection device (170) detects the presence of the passenger, adopting a so-called take-off / taxi / landing position, in which the cushion part (130) is away from the shell (150) and the backrest (140) is inclined towards the shell (150), and - When the detection device (170) does not detect the presence of the passenger, a so-called rest position is adopted, in which the cushion part (130) is close to the shell (150) and the backrest (140) is essentially parallel to the shell (150), thereby enlarging the passage (160) formed between the seat (110) and a shell (150) similar to the seat unit arranged in front of the seat or the aircraft wall when the unit is installed in the aircraft cabin.

2. The seat unit (100) according to claim 1, characterized in that The backrest (140) includes an upper portion (141) and a movable lower portion (142), wherein the lower portion is configured to tilt toward the upper portion (141) in the resting position to form an area for providing lumbar support for a passenger in the resting position.

3. The seat unit (100) according to claim 2, characterized in that The lower part (142) can be tilted by a rotatable roller (146) fixed to the cushion part (130) and a cam (147) fixed to the lower part of the backrest (142), the cam having a profile: when the cushion part (130) moves toward the seat unit shell (150), the lower part (142) rotates toward the upper part (141) of the backrest.

4. The seat unit (100) according to claim 2 or 3, characterized in that: The lower part (142) is fixedly connected to the upper part (141) via a hinge.

5. The seating unit (100) according to any one of the preceding claims, characterized in that The detection device (170) is a pressure sensor.

6. The seating unit (100) according to any one of the preceding claims, characterized in that The electric mechanism of the cushion portion (130) is configured to cause the cushion portion to perform translational movement relative to the base (120), and the electric mechanism of the backrest (140) is configured to cause the backrest to perform rotational movement relative to the cushion portion (130).

7. The seating unit (100) according to claim 6, characterized in that Between the take-off / taxi / landing position and the parked position, the translation amplitude of the cushion portion (130) relative to the base (120) is between 60 and 160 mm, preferably 110 mm, and the rotation amplitude of the backrest (140) relative to the cushion portion (130) is between 8 and 16 degrees, preferably 12 degrees.

8. A seating unit (100) according to any one of the preceding claims, wherein the seat comprises a base (120), and the base (120) further comprises an armrest (180) which can be retracted toward the shell (150) so as to expand the channel (160) formed between the seat (110) and a shell (150) similar to the seating unit in the parked position.

9. The seating unit (100) according to claim 8, characterized in that The armrest (180) is driven by an electric mechanism.

10. A seating arrangement for a passenger cabin (11) of an aircraft (10), comprising at least two seat units (100) according to any one of claims 1 to 9, arranged in front of each other in an alignment direction.

11. The seating arrangement according to claim 10, characterized in that When the seating arrangement is installed in the aircraft cabin, the seating unit (100) is oriented along the alignment direction corresponding to the direction of the longitudinal axis of the aircraft (10).

12. The seating arrangement according to claim 10, characterized in that When the seating arrangement is installed in the aircraft cabin, the seating unit (100) is arranged obliquely with respect to the alignment direction corresponding to the direction of the longitudinal axis of the aircraft (10).

13. An aircraft (10) of the passenger aircraft type, comprising a passenger cabin (11) having at least one seating arrangement according to any one of claims 10 to 12.

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