Aircraft cabin crew seat

Abstract

An aircraft cabin crew seat comprises a seat back plate and a seat plate, a foldable armrest is mounted on the seat back plate, and the seat plate is mounted on the lower portion of the seat back plate in a foldable mode. A biasing spring is provided in the seat for biasing the seat pan toward the folded position. The aircraft cabin crew seat further comprises a linkage assembly and a limiting assembly. The linkage assembly comprises a driving piece connected with the seat plate, a driven piece connected with the handrail and a transmission piece connected between the driving piece and the driven piece so as to transmit rotation of the seat plate to the handrail. The limiting assembly is arranged to allow the driven piece to rotate by a preset angle relative to the handrail without causing the handrail to rotate. According to the aircraft passenger cabin crew seat, the requirement for linkage folding of the seat plate and the armrest required for coping with the sudden emergency situation of the passenger plane is met through simple structural combination, meanwhile, the armrest is allowed to be autonomously adjusted, and the comfort of the seat is improved.

Description

Technical Field

[0001] This application relates to the field of aircraft design, specifically to foldable flight attendant seats in the aircraft cabin for flight attendants to rest. Background Technology

[0002] In the cabins of commercial airliners, there are usually seats specifically designed for flight attendants. Flight attendant seats are primarily used by flight attendants for short rests during takeoff and landing or during long flights. Compared to passenger seats in the cabin, flight attendant seats need to meet higher safety and functional requirements.

[0003] Traditional flight attendant seats are typically located in confined spaces within the aircraft cabin, requiring them to be adaptable to the limited space. Consequently, to minimize space usage, flight attendant seats have relatively small seat surfaces, which impacts passenger comfort, especially during long flights, making flight attendants prone to fatigue.

[0004] Furthermore, flight attendant seats need to be adaptable to sudden emergency situations on the aircraft, meaning the seat surface should automatically fold up in an emergency. Current flight attendant seats typically do not have armrests. To improve the comfort of flight attendant seats, some designs have proposed adding armrests. However, these armrests unfold or fold independently, and cannot fold up synchronously with the seat surface in an emergency, thus posing a safety hazard. If the armrests were designed to unfold and fold up synchronously with the seat surface, they would be forcibly unfolded when the seat surface unfolds, preventing flight attendants from choosing whether or not to use the armrests.

[0005] Therefore, in the existing technology, adding armrests to flight attendant seats to improve comfort will face two situations. If the armrests are to meet the requirement of autonomous adjustment, they will not meet the requirement of the flight attendant seats automatically retracting in case of an emergency. If the armrests are to meet the needs of an emergency, they cannot meet the requirement of autonomous adjustment.

[0006] Therefore, there is a need for further structural improvements to the flight attendant seats in aircraft cabins, so that they can meet the requirements for responding to sudden emergencies on the aircraft, while also allowing for independent adjustment of the armrests to improve the comfort of the flight attendant seats. Summary of the Invention

[0007] This application is made to address the problems existing in the prior art described above. The purpose of this application is to provide a flight attendant seat with improved structure, which includes armrests and allows for autonomous adjustment of the armrests to improve seat comfort while meeting the needs of responding to sudden emergencies on the aircraft.

[0008] This application provides an aircraft cabin crew seat, comprising: a seat back panel, with a foldable armrest mounted on at least one of its two sides; a seat plate foldably mounted on the lower part of the seat back panel; and an offset spring connected to the seat plate and offsetting the seat plate toward a folded position. The aircraft cabin crew seat further comprises: a linkage assembly disposed on the rear side of the seat back panel and having: a driving member connected to the seat plate and capable of rotating with the seat plate; a driven member connected to the armrest and capable of driving the armrest to rotate; a transmission member connected between the driving member and the driven member, capable of transmitting the motion of the driving member to the driven member; and a limiting assembly disposed between the driven member and the armrest, and configured to allow the driven member to rotate relative to the armrest through a predetermined angle without causing the armrest to rotate.

[0009] The cabin crew seat in this aircraft uses a combination of linkage and limiting components to meet the requirements of the seat board and armrests to fold in response to sudden emergencies in the aircraft through a simple structure. At the same time, it also allows for autonomous adjustment of the armrests to improve seat comfort.

[0010] Specifically, a seat plate shaft is provided on the rear side of the seat back panel, which is connected to the seat plate. An offset spring is mounted on the seat plate shaft and applies an offset force to the seat plate shaft to offset the seat plate toward the folded position of the seat plate. In addition, a main armrest shaft is provided on the armrest.

[0011] More specifically, the driving component is mounted on the seat plate shaft, and the limiting assembly is located between the main armrest shaft and the driven component.

[0012] Furthermore, the specific structure of the limiting assembly includes: a limiting mating wheel, which is fixedly mounted on the main handrail shaft; and a limiting post, which is disposed on one of the limiting mating wheel and the driven member; wherein, a limiting arc groove extending circumferentially is provided on the other of the limiting mating wheel and the driven member, and the limiting post is movably fitted in the limiting arc groove. Preferably, the limiting arc groove extends approximately 90° circumferentially along the limiting mating wheel.

[0013] The engagement between the limiting arc groove and the limiting post allows the seat and armrest to rotate independently from their respective folded positions to the unfolded positions. When the seat returns from the unfolded position to the folded position, the armrest will also return to its folded position.

[0014] In one exemplary structure, the driving element is a driving gear fixedly mounted on the base plate shaft, the driven element is a driven gear, and the transmission element is a rack that meshes with the driving gear and the driven gear respectively.

[0015] Furthermore, the linkage component also includes a slide rail, and a slide bar is provided on the back of the rack, the slide bar being slidably engaged in the slide rail. The engagement of the slide rail and the slide bar serves to restrict and guide the movement of the rack.

[0016] Preferably, the aircraft cabin crew seat also includes a synchronization component, which is configured to switch the aircraft cabin crew seat between a first state and a second state. In the first state, the function of the limiting component is activated, while in the second state, the function of the limiting component is deactivated, so that the seat and armrests always remain linked. By setting this synchronization component, the aircraft cabin crew seat of this application can be applied to various application scenarios such as semi-linkage and full linkage between the seat and armrests.

[0017] Preferably, a secondary handrail shaft is fixedly connected to the driven member, a through hole is formed in the main handrail shaft, a first movable groove is formed on the end of the main handrail shaft facing the secondary handrail shaft, the through hole communicates with the first movable groove, and a second movable groove is formed on the end of the secondary handrail shaft facing the main handrail shaft. A specific structure of the synchronization assembly includes a movable seat and an adjusting member. The adjusting member is arranged in the through hole, and the movable seat is connected to the end of the adjusting member near the secondary handrail shaft. The adjusting member is movably disposed in the through hole, so that by moving the adjusting member in the through hole, a portion of the movable seat enters or leaves the second movable groove. The movable seat has a non-circular cross-sectional shape, and the cross-sectional shapes of the first and second movable grooves match the cross-sectional shape of the movable seat.

[0018] Thus, when the movable seat is fully positioned in the first movable slot of the main armrest shaft, the main armrest shaft and the auxiliary armrest shaft are disengaged, and the aircraft cabin crew seat is in a semi-interlocked state. When a portion of the movable seat moves into the second movable slot of the auxiliary armrest shaft, the main armrest shaft and the auxiliary armrest shaft are interlocked through the movable seat. At this time, the rotation of the driven gear can be directly transmitted to the main armrest shaft through the auxiliary armrest shaft, without having to transmit the rotation through the limit wheel, thus the aircraft cabin crew seat is switched to a fully interlocked state.

[0019] Preferably, a cylindrical groove is provided on the end of the main handrail shaft away from the secondary handrail shaft, and an adjusting head is provided on the end of the adjusting member away from the secondary handrail shaft, the adjusting head being accommodated in the cylindrical groove. The adjusting head can be used to move the movable seat into or out of the second movable groove.

[0020] In one specific structure, the adjusting member includes a threaded rod with external threads on its outer surface, a threaded hole, and an internal thread within the threaded hole, the internal thread engaging with the external thread. Thus, rotating the adjusting member allows the movable seat to enter or exit the second movable slot. Further, an exemplary form of the adjusting head is an internal hexagonal head, which can be operated using a hex wrench.

[0021] Preferably, the aircraft cabin crew seat also includes a resilient locking assembly mounted on the side wall of the seat back. Furthermore, a limiting hole is formed in the armrest, and when the armrest is in the folded position, the resilient locking assembly engages with the limiting hole. This resilient locking assembly helps to resiliently lock the armrest when it is in the folded position, preventing the armrest from unnecessarily unfolding itself during seat deployment.

[0022] A specific structure of the resilient locking assembly includes: a fixing seat, which is fixedly installed in a locking assembly mounting hole on the side wall of the seat back panel, and a through groove is formed in the fixing seat; a cover, which is connected to one end of the fixing seat; a limiting pin seat, which is slidably received in the through groove; and a spring, one end of which abuts against or is connected to the cover, and the other end of which abuts against or is connected to the limiting pin seat. Under the biasing force of the spring, the limiting pin seat will protrude from the through groove and be pressed against a position that mates with a limiting hole.

[0023] Preferably, a limiting annular groove is formed within the through groove, and a limiting element is provided on the outer circumferential surface of the limiting pin seat. The limiting element is axially movable and engages with the through groove. The engagement between the limiting element and the limiting annular groove restricts the sliding range of the limiting pin seat within the through groove, thereby preventing excessive compression of the spring and thus preventing spring fatigue, and also preventing the limiting pin seat from dislodging from the through groove.

[0024] Preferably, the end of the limiting pin seat facing the limiting hole has an arc surface or a bevel. This reduces the initial force required for the flight attendant to move the armrest from the folded position to the unfolded position. Attached Figure Description

[0025] The accompanying drawings illustrate a non-limiting preferred embodiment of this application, and the features and advantages of this application become more apparent when viewed in conjunction with the drawings. Wherein: Figure 1 A perspective view of an aircraft cabin crew seat of the present application is shown, wherein the crew seat is in a fully extended state.

[0026] Figure 2 Another perspective view of the aircraft cabin crew seat of this application is shown, in which the crew seat is in a fully folded state.

[0027] Figure 3 Another perspective view of the aircraft cabin crew seat of this application is shown, wherein the seat panel of the crew seat is unfolded and the armrests are folded.

[0028] Figure 4 It shows Figure 1 A rear-view 3D view of the flight attendant's seat.

[0029] Figure 5 It shows Figure 4 A partially disassembled rear-view perspective view of the flight attendant's seat.

[0030] Figure 6 A schematic perspective view of the armrests, limiting components, and linkage components removed from the flight attendant seats is shown.

[0031] Figure 7a A frontal perspective view of the limiting assembly connected to the handrail is shown.

[0032] Figure 7b A front view of the main handrail shaft is shown.

[0033] Figure 7c An exploded perspective view of the main handrail shaft and the limiting assembly connected to it is shown.

[0034] Figures 8a-8c A schematic diagram of the limit components at each stage of operation is shown.

[0035] Figure 9 A cross-sectional view is shown of the main handrail shaft and the limiting engagement wheel and driven gear connected thereto, showing the synchronization component in a position that disengages the main handrail shaft and the auxiliary handrail shaft.

[0036] Figure 10 Another cross-sectional view is shown of the main handrail shaft and the limiting engagement wheel and driven gear connected thereto, wherein the synchronizing assembly is positioned to associate the main handrail shaft and the auxiliary handrail shaft together.

[0037] Figure 11 An exploded view of the main armrest shaft, the limiting engagement wheel and driven gear connected thereto, and the synchronization assembly is shown.

[0038] Figure 12 An exploded perspective view is shown, depicting the main handrail shaft, the limiting and mating wheel connected to it, the driven gear, and the synchronization assembly.

[0039] Figure 13 An exploded perspective view of the synchronization component is shown.

[0040] Figure 14 An exploded perspective view of the elastic locking assembly of the flight attendant's seat is shown.

[0041] Figure 15 A cross-sectional view of the resilient locking assembly of the crew seat is shown, with the limit pin seat retracted into the fixed seat.

[0042] Figure 16 It shows Figure 15Another cross-sectional view of the elastic locking assembly, in which a portion of the limit pin protrudes beyond the fixed seat under the action of the spring.

[0043] (Symbol Explanation)

[0044] 1. Seat base; 11. Base frame; 2 Seat back panel; 21 Hollow groove; 22 Armrest pivot hole; 23 Locking component mounting hole; 24 Support base; 3. Seat plate; 31. Seat plate shaft; 32. Offset spring; 33. Connecting plate; 4. Handrails; 41. Limiting holes; 5. Main handrail shaft; 51. Outer section; 52. Middle section; 521. Fixing rib; 53. Inner section; 54. First movable groove; 55. Cylindrical groove; 56. Threaded hole; 6. Secondary handrail axle; 61. Rotating groove; 62. Second movable groove; 7 Limiting component; 70 Limiting mating wheel; 71 Limiting arc groove; 72 Limiting post; 73 Center hole; 74 Rib groove; 75 (first end of the limiting arc groove); 76 (second end of the limiting arc groove); 8. Linkage components; 81. Driving gear; 82. Rack; 83. Slide rail; 84. Driven gear; 9 Synchronization component; 91 Movable base; 911 Mounting slot; 912 Fixing screw; 92 Adjusting element; 921 Threaded rod; 922 Fixing pin; 923 Adjusting head; 10. Elastic locking assembly; 101. Fixing seat; 1011. Through groove; 1012. Limiting ring groove; 102. Limiting pin seat; 1021. Limiting ring; 103. Cover; 104. Spring. Detailed Implementation

[0045] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be understood that the embodiments shown in the drawings are merely preferred embodiments of the present invention and do not constitute a limitation on the scope of the present invention. Those skilled in the art can make various obvious modifications, variations, and equivalent substitutions to the present invention based on the embodiments shown in the drawings. Furthermore, without contradiction, the technical features in the different embodiments described below can be arbitrarily combined with each other, all of which fall within the protection scope of the present invention.

[0046] Figure 1-3 The diagram shows schematic perspective views of three configurations of the flight attendant seat according to this application. Figure 1 This shows the flight attendant's seat fully extended. Figure 2 The image shows the flight attendant seats folded up. Figure 3This shows the flight attendant's seat with the seat panel extended and the armrests retracted.

[0047] As shown in the figure, the flight attendant seat includes a seat base 1, which can be fixedly mounted on the aircraft cabin floor. A base frame 11 is fixed to the seat base 1, and the base frame 11 is securely connected to the cabin bulkhead by fasteners such as bolts. The seat back panel 2 of the flight attendant seat is fixed to the base frame 11 by fasteners such as bolts. A seat plate 3 is foldably mounted on the lower part of the seat back panel 2. Furthermore, an armrest 4 is foldably mounted on at least one side of the seat back panel 2, preferably on each side of the seat back panel 2.

[0048] Those skilled in the art will recognize that the aforementioned seat base 1 and frame 11 are optional structures for the flight attendant seat. The seat back panel 2 of the flight attendant seat can also be directly installed on other structures in the cabin, such as vertical and flat walls in the cabin, which is also within the scope of this application.

[0049] The flight attendant seat disclosed in this application is configured such that both the seat panel 3 and the armrests 4 can be deployed. Figure 1 As shown, or alternatively, only the seat 3 can be unfolded while the armrests 4 remain folded, as shown. Figure 3 As shown in the image. The relevant structures will be described in detail below.

[0050] like Figure 4 The seat back panel 2 has a hollow groove 21 on its rear side. At least one seat plate shaft 31 is located at the lower part of the hollow groove 21, extending outwards through the side wall of the hollow groove 21 and connected to the seat plate 3 via a connecting plate 33. When the seat plate shaft 31 rotates, the seat plate 3 can be unfolded or folded via the connecting plate 33. The connecting plate 33 can be, for example, L-shaped as shown in the figure, or other shapes that facilitate the transmission of rotation of the seat plate shaft 31.

[0051] An offset spring 32 is installed on the seat plate shaft 31. The offset spring 32 applies an offset to the seat plate shaft 31 in the direction of folding the seat plate 3, so that when the pressure applied to the seat plate 3 is removed (e.g., when a person stands up), the offset force of the offset spring 32 can cause the seat plate 3 to fold automatically.

[0052] like Figure 4 As schematically indicated, a limiting component 7 and a linkage component 8 are also provided in the hollow groove 21. The limiting component 7 is connected to the armrest 4 and can rotate the armrest 4 within a limited travel range (e.g., 90°) to realize the unfolding and folding of the armrest 4. The linkage component 8 causes the seat plate 3 and the armrest 4 to rotate in conjunction to the folded position.

[0053] The following will describe in detail the various functional components of the flight attendant's seat with reference to the accompanying drawings.

[0054] <Limiting Components and Linkage Components>

[0055] Figure 5 A rear view of the flight attendant seat is shown, with the limiting assembly 7 and the linkage assembly 8 partially disassembled to better reveal their specific structure. The linkage assembly 8 includes a drive gear 81 mounted on the seat plate shaft 31 and a driven gear 84 connected to the armrest 4, with a rack 82 connecting between the drive gear 81 and the driven gear 84. The rack 82 is configured to transmit rotation of the drive gear 81 to the driven gear 84. Thus, when the seat plate 3 rotates between the unfolded and folded positions, the rotation of the seat plate 3 is transmitted to the armrest 4 via the drive gear 81, rack 82, and driven gear 84, thereby enabling the armrest 4 to be at least partially linked to the rotation of the seat plate 3, as will be described in more detail below.

[0056] Preferably, the linkage assembly 8 further includes a slide rail 83, with the rack 82 slidably engaging with the slide rail 83. For example, a slide bar is provided on the back of the rack 82, which is slidably disposed in the slide rail 83 and slides within the slide rail 83. Thus, the slide rail 83 serves to restrict and guide the movement of the rack 82, ensuring that the rack 82 slides along a predetermined path and preventing the rack 82 from wobbling during the rotation of the transmission seat plate 3. For example, the slide rail 83 can be fixedly mounted on the base frame 11.

[0057] Figure 6 A schematic perspective view shows the armrest 4 removed from the flight attendant seat, along with the limiting assembly 7 and the linkage assembly 8. The driving gear 81 is fixed to the seat plate shaft 31. During the folding process of the seat plate 3 pivoting, the driving gear 81 rotates along with the seat plate shaft 31, and drives the driven gear 84 to rotate via the rack 82. The driven gear 84 is connected to the main armrest shaft 5 of the armrest 4, thereby transmitting the rotational motion to the armrest 4 through the main armrest shaft 5, causing the armrest 4 to fold up as well.

[0058] In addition to the gear and rack structure shown in the figure, the linkage component 8 can also adopt other transmission structure forms, such as chain-sprocket structure, belt-drive wheel structure, etc., which are all within the scope of this application.

[0059] In a further preferred embodiment, a limiting component 7 is provided between the driven gear 84 and the main armrest shaft 5. This limiting component 7 restricts the range of angles within which the seat plate 3 and the armrest 4 can pivot in tandem. Alternatively, the limiting component 7 is configured to allow the driven gear 84 to rotate through a predetermined angle relative to the armrest 4 without causing the armrest 4 to rotate in tandem. Thus, by means of the limiting component 7, the armrest 4 will not rotate in tandem with the seat plate 3 until the seat plate 3 rotates from the folded position to the unfolded position by a predetermined angle. Preferably, this predetermined angle range is set to 90°, so that during the rotation of the seat plate 3 from the vertical folded position to the horizontal unfolded position, the armrest 4 will not rotate in tandem from the folded position to the horizontal unfolded position. When both the seat plate 3 and the armrest 4 are in the horizontal unfolded position, the rotation of the seat plate 3 towards the folded position will cause the armrest 4 to rotate together towards the folded position.

[0060] The following will combine Figures 7a-8c To describe an exemplary specific structure of the limiting component 7, the limiting component 7 includes a limiting mating wheel 70, which is disposed on the main armrest shaft 5 of the armrest 4. For example, the limiting mating wheel 70 may be fixedly connected to one end of the main armrest shaft 5, or it may be integrally formed on one end of the main armrest shaft 5. The other end of the main armrest shaft 5 passes through the armrest shaft hole 22 on the side wall of the seat back panel 2 (see...). Figure 5 ) Connect to armrest 4.

[0061] like Figure 7b As shown, the main handrail shaft 5 includes an outer section 51, a middle section 52, and an optional inner section 53. The outer section 51 passes through the handrail shaft hole 22 and is fixedly connected to the handrail 4. The middle section 52 is used to mate with the center hole 73 in the limiting engagement wheel 70, as shown. Figure 7c As shown. A fixed rib 521 is formed on the middle section 52, and as in... Figure 7c As can be seen more clearly, a corresponding rib groove 74 is provided on the inner surface of the central hole 73. The fixing rib 521 can cooperate with the rib groove 74 to achieve the fixed installation cooperation between the main handrail shaft 5 and the limiting mating wheel 70.

[0062] The inner section 53 can be rotatably coupled to the rotating groove 61 in the auxiliary handrail shaft 6 (see... Figure 11 This inner section 53 helps to define the relative radial position between the main handrail shaft 5 and the secondary handrail shaft 6.

[0063] Go to Figures 8a-8cA limiting arc groove 71 extending circumferentially along the limiting mating wheel 70 is formed on the limiting mating wheel 70. A limiting post 72 fits in the limiting arc groove 71 and can move along the limiting arc groove 71. The limiting post 72 is fixedly connected to the side surface of the driven gear 84 facing the limiting mating wheel 70, or the limiting post 72 may be integrally formed on the driven gear 84.

[0064] A secondary handrail shaft 6 is fixedly connected to the driven gear 84, and a support seat 24 is fixedly installed in the hollow groove 21. The secondary handrail shaft 6 is rotatably supported on the support seat 24, thereby achieving stable support for the driven gear 84.

[0065] exist Figure 8a In the exemplary structure shown, the limiting arc groove 71 extends circumferentially along the limiting mating wheel 70, and preferably extends within an angular range of approximately 90°. Thus, the driven gear 84 and the limiting mating wheel 70 can rotate relative to each other within a predetermined angular range, for example, 90°.

[0066] When both the seat plate 3 and the armrest 4 are in the vertical folded position, the limiting post 72 fixed on the driven gear 84 is located at the first end 75 of the limiting arc groove 71, as shown. Figure 8a As shown. When the base plate 3 rotates towards the unfolded position, the rotational motion of the base plate 3 is transmitted to the driven gear 84 through the linkage assembly 8. The limiting post 72 will move along the driven gear 84 relative to the limiting mating wheel 70. Figure 8a As shown, the counterclockwise rotation reaches the second end 76 of the limiting arc groove 71, as... Figure 8b The state shown is as follows. It can be seen that when both the seat plate 3 and the armrest 4 are in the folded position, the seat plate 3 can be rotated toward the unfolded position, while the armrest 4 remains in the folded position.

[0067] If the flight attendant deems it necessary, they can rotate the armrest 4 toward the unfolded position, which in turn drives the limiting wheel 70 along the main armrest shaft 5. Figure 8b The device rotates counterclockwise as shown until the limiting post 72 switches to the first end 75 of the limiting arc groove 71. This state is... Figure 8c As shown in the image.

[0068] exist Figure 8c In the indicated state, if the flight attendant leaves the seat plate 3, the seat plate 3 rotates toward the folding position under the action of the bias spring 32. The rotation of the seat plate 3 toward the folding position is transmitted to the driven gear 84 through the linkage assembly 8. The driven gear 84, together with the limiting post 72 on it, moves along... Figure 8cThe armrest rotates counterclockwise. At this time, since the limiting post 72 abuts against the first end 75 of the limiting arc groove 71, it can drive the limiting mating wheel 70 to rotate counterclockwise together. Furthermore, the rotation of the limiting mating wheel 70 will be transmitted to the armrest 4 through the main armrest shaft 5, thereby causing the armrest 4 to rotate toward the folding position in conjunction.

[0069] In addition to the specific structure of the limiting component 7 shown in the figure, the structure of the limiting component 7 can also be modified to achieve the above operation process. For example, the limiting post 72 can be fixedly set on the limiting mating wheel 70, and a limiting arc groove 71 that can receive the limiting post 72 can be formed on the driven gear 84.

[0070] <Synchronization Component>

[0071] Preferably, a synchronization component 9 is also provided between the main armrest shaft 5 and the secondary armrest shaft 6. This synchronization component 9 enables the flight attendant seat of this application to switch between a first state and a second state. In the first state, as described above, the seat 3 and armrest 4 can independently rotate from the folded position to the unfolded position, and the seat 3 and armrest 4 can also move in tandem from the unfolded position back to the folded position, meaning the limiting component 7 is active. In the second state, the linkage between the seat 3 and armrest 4 is maintained, thereby achieving synchronous unfolding and folding of the seat 3 and armrest 4, meaning the limiting component 7 is not activated.

[0072] Specifically, such as Figure 9-12 As shown, the synchronization component 9 includes a movable base 91 and an adjusting member 92. The adjusting member 92 includes a threaded rod 921, the outer surface of which is provided with external threads. One end of the threaded rod 921 is connected to the movable base 91, and an adjusting head 923 is fixedly mounted on the other end of the threaded rod 921.

[0073] A threaded hole 56 is formed in the main armrest shaft 5, and an internal thread is provided in the threaded hole 56, which can engage with the external thread of the threaded rod 921. A first movable groove 54 and a cylindrical groove 55 are formed at both ends of the threaded hole 56, respectively. The movable seat 91 can be accommodated in the first movable groove 54, and the cylindrical groove 55 is used to accommodate the adjusting head 923. One end of the cylindrical groove 55 is open, and the operator can reach into the cylindrical groove 55 through the opening to operate the adjusting head 923.

[0074] The auxiliary handrail shaft 6 has a rotating groove 61 and a second movable groove 62 formed on the end facing the main handrail shaft 5. The inner section 53 of the main handrail shaft 5 is rotatably fitted in the rotating groove 61, and the first movable groove 54 is connected to the second movable groove 62, so that the movable seat 91 in the first movable groove 54 can move into the second movable groove 62.

[0075] The cross-section of the movable seat 91 is non-circular, such as the hexagon shown in the figure. The cross-sectional shapes of the first movable groove 54 and the second movable groove 62 match the cross-sectional shape of the movable seat 91, so that the movable seat 91 can be fitted into the first movable groove 54 and the second movable groove 62 without relative rotation.

[0076] like Figure 13 As shown, a fixing pin 922 is provided on the end of the threaded rod 921 that is connected to the movable seat 91. The fixing pin 922 is non-rotatably fitted in the mounting groove 911 of the movable seat 91 and is fixed in the movable seat 91 by a fixing screw 912. The threaded rod 921 is rotatably connected in the fixing pin 922.

[0077] The following describes the operation of the synchronization component 9 disclosed above.

[0078] like Figure 9 As shown, in the first state described above, the movable seat 91 is fully located in the first movable groove 54 of the main armrest shaft 5, which allows relative rotation between the main armrest shaft 5 and the auxiliary armrest shaft 6.

[0079] When it is necessary to switch the flight attendant seat to the second position so that the seat plate 3 and armrest 4 can always be unfolded and folded in conjunction, the adjusting head 923 can be manually operated, causing the threaded rod 921 to rotate in the threaded hole 56 of the main armrest shaft 5. This rotation of the threaded rod 921 causes the movable seat 91 to move toward the auxiliary armrest shaft 6, so that at least a portion of the movable seat 91 moves into the second movable slot 62, such as... Figure 10 As shown, this establishes a non-rotatable connection between the main armrest shaft 5 and the auxiliary armrest shaft 6. At this time, the rotation of the seat plate 3 will be transmitted to the driven gear 84 through the linkage assembly 8, and then to the auxiliary armrest shaft 6. The rotation will then be transmitted to the main armrest shaft 5 through the cooperation of the second movable groove 62 and the movable seat 91, thereby driving the armrest 4 to rotate together.

[0080] In one exemplary configuration, the adjusting head 923 is in the form of an internal hex head, which can be actuated by an operator using a hex wrench to rotate the threaded rod 921 of the adjusting member 92 in the threaded hole 56 of the main armrest shaft 5.

[0081] In addition to the structure described above, the synchronization component 9 can also be modified to adopt other structures. For example, the main body of the adjusting member 92 can be a rod-shaped component without threads, and the main armrest shaft 5 is provided with a through hole without threads. Existing tools can be used to push the adjusting member 92 inward and pull it outward so that the movable seat 91 connected to the adjusting member 92 enters and exits the second movable slot 62.

[0082] <Elastic Locking Component>

[0083] Optionally and preferably, the flight attendant seat of this application also includes an elastic locking component 10. In the first state of the flight attendant seat, the elastic locking component 10 can elastically lock the armrest 4 when the armrest 4 is in the folded position, so as to prevent the armrest 4 from unnecessarily unfolding on its own during the unfolding of the seat plate 3.

[0084] like Figure 5 As shown, locking component mounting holes 23 are respectively provided on the upper part of the two side walls of the seat back panel 2. The locking component mounting holes 23 extend through the side walls and communicate with the interior of the hollow groove 21. The resilient locking component 10 is installed in the locking component mounting holes 23.

[0085] Figure 14 An exploded view of the resilient locking assembly 10 is shown, wherein the resilient locking assembly 10 includes a retaining base 101, which is fixedly mounted within a locking assembly mounting hole 23, with one end extending into a hollow groove 21. A cover 103 is connected to the end of the retaining base 101 located within the hollow groove 21, and the cover 103 is fixedly connected to the retaining base 101 by fasteners such as screws. Alternatively, the cover 103 may be integrally formed with the retaining base 101, for example, by molding.

[0086] A through groove 1011 extending through the fixed base 101 is formed therein, and a limit pin seat 102 is slidably accommodated in the through groove 1011. A spring 104 is provided between the limit pin seat 102 and the cover 103, one end of the spring 104 abutting or connected to the cover 103, and the other end abutting or connected to the limit pin seat 102.

[0087] Under the elastic force of spring 104, the end of the limiting pin seat 102 away from the cover 103 protrudes beyond the fixing seat 101, such as... Figure 15 As shown, this allows it to engage and abut against the limiting hole 41 formed on the handrail 4. The engagement between the limiting pin seat 102 and the limiting hole 41 reduces the risk of the handrail 4 being easily rotated, requiring a force exceeding a predetermined threshold to be applied to the handrail 4, causing the limiting pin seat 102 to retract into the fixing seat 101, such as... Figure 16 As shown, it then disengages from the limiting hole 41, thereby allowing the armrest 4 to rotate.

[0088] The portion of the limiting pin 102 that mates with the limiting hole 41, for example, the end face of the limiting pin 102 furthest from the cover 103, can be formed as an arc surface, as shown in the figure. This allows the limiting pin 102 to disengage from the limiting hole 41 on the armrest 4 after the attendant applies a predetermined torque to it. Alternatively, the portion of the limiting pin 102 that mates with the limiting hole 41 can be formed with other types of guiding structures, such as a bevel, to facilitate the disengagement of the limiting pin 102 from the limiting hole 41.

[0089] Preferably, a limiting ring groove 1012 is provided within the through groove 1011, and a limiting element is provided on the outer peripheral surface of the limiting pin seat 102, such as a limiting ring 1021 extending circumferentially on the outer peripheral surface of the limiting pin seat 102. The limiting ring 1021 is axially movable and fits into the limiting ring groove 1012. Through the cooperation between the limiting ring 1021 and the limiting ring groove 1012, the sliding range of the limiting pin seat 102 in the through groove 1011 can be limited. This prevents the limiting pin seat 102 from getting too close to the cover 103, thereby causing excessive compression and fatigue of the spring 104, and also prevents the limiting pin seat 102 from dislodging from the through groove 1011 under the action of the spring 104.

[0090] It is understood that the limiting ring 1021, as a limiting member, does not need to extend continuously in the circumferential direction, or the limiting member may be one or more protrusions arranged in the circumferential direction on the outer surface of the limiting pin seat 102.

[0091] The preferred embodiments of the flight attendant seats of this application have been described in detail above. Those skilled in the art can make various obvious variations and modifications based on the above disclosure, and these are still within the scope of this application.

Claims

1. An aircraft cabin attendant seat comprising: A seat back plate, on at least one side of which a foldable armrest is mounted; A seat plate, which is foldably mounted on a lower part of the seat back plate; And a biasing spring, which is connected with the seat plate and biases the seat plate towards a folded position of the seat plate; The aircraft attendant seat is characterized in that it further comprises: A linkage assembly, which is arranged on a rear side of the seat back plate and has a driving part connected with the seat plate and capable of rotating together with the seat plate, a driven part connected with the armrest and capable of driving the armrest to rotate, and a transmission part connected between the driving part and the driven part and capable of transmitting the movement of the driving part to the driven part; and A limiting assembly arranged between the driven part and the armrest and configured to allow the driven part to rotate relative to the armrest by a predetermined angle without causing the armrest to rotate.

2. The aircraft cabin attendant seat of claim 1, wherein, A seat plate shaft is arranged on a rear side of the seat back plate and connected with the seat plate, and the biasing spring is mounted on the seat plate shaft and applies a biasing force to the seat plate shaft to bias the seat plate towards the folded position of the seat plate; A main armrest shaft is arranged on the armrest.

3. The aircraft cabin attendant seat of claim 2, wherein, The driving part is mounted on the seat plate shaft, and the limiting assembly is arranged between the main armrest shaft and the driven part.

4. The aircraft cabin attendant seat of claim 3, wherein, The limiting assembly comprises a limiting fitting wheel fixedly arranged on the main armrest shaft and a limiting column arranged on one of the limiting fitting wheel and the driven part, and a limiting arc slot extending in a circumferential direction is arranged on the other one of the limiting fitting wheel and the driven part, and the limiting column movably fits in the limiting arc slot.

5. The aircraft cabin attendant seat of claim 2, wherein, The driving part is a driving gear fixedly mounted on the seat plate shaft, the driven part is a driven gear, and the transmission part is a rack engaged with the driving gear and the driven gear.

6. The aircraft cabin attendant seat of claim 5, wherein, The linkage assembly further comprises a slide rail, and a slide strip is arranged on a back surface of the rack and slidably fits in the slide rail.

7. The aircraft cabin attendant seat of claim 2, wherein, The aircraft attendant seat further comprises a synchronization assembly configured to switch the aircraft attendant seat between a first state and a second state, in the first state, the function of the limiting assembly is activated, and in the second state, the function of the limiting assembly is disabled, so that the seat plate and the armrest are always linked.

8. The aircraft cabin attendant seat of claim 7, wherein, A secondary armrest shaft is fixedly connected to the driven part, a through hole is formed in the main armrest shaft, a first movable slot is formed on an end of the main armrest shaft facing the secondary armrest shaft, the through hole and the first movable slot are in communication, a second movable slot is formed on an end of the secondary armrest shaft facing the main armrest shaft; and The synchronous assembly comprises a moving seat and an adjusting member arranged in the through hole, the moving seat is connected to one end of the adjusting member close to the auxiliary armrest shaft, and the adjusting member is movably arranged in the through hole, so that a part of the moving seat enters or leaves the second movable groove by moving the adjusting member in the through hole, The moving seat has a non-circular cross-sectional shape, and the cross-sectional shapes of the first movable groove and the second movable groove match the cross-sectional shape of the moving seat.

9. The aircraft cabin attendant seat of claim 8, wherein, A cylindrical groove is arranged on one end of the main armrest shaft away from the auxiliary armrest shaft, and an adjusting head is arranged on one end of the adjusting member away from the auxiliary armrest shaft, the adjusting head is accommodated in the cylindrical groove.

10. The aircraft cabin attendant seat of claim 8 or 9, wherein, The adjusting member comprises a threaded long rod, an external thread is arranged on the outer surface of the threaded long rod, the through hole is a threaded hole, and an internal thread is arranged in the threaded hole, the internal thread is engaged with the external thread.

11. The aircraft cabin attendant seat of claim 1, wherein, The aircraft cabin attendant seat further comprises an elastic locking assembly, the elastic locking assembly is mounted on the side wall of the seat back plate, A limiting hole is formed on the armrest, and the elastic locking assembly cooperates with the limiting hole when the armrest is in the folded position.

12. The aircraft cabin attendant seat of claim 11, wherein, The elastic locking assembly comprises: A fixed seat is fixedly mounted in the locking assembly mounting hole of the side wall of the seat back plate, a through groove is formed in the fixed seat; A cover is connected to one end of the fixed seat; A limiting pin seat is slidably accommodated in the through groove; and A spring is abutted or connected to one end of the cover, and the other end is abutted or connected to the limiting pin seat.

13. The aircraft cabin attendant seat of claim 12, wherein, A limiting ring groove is formed in the through groove, and a limiting member is arranged on the outer peripheral surface of the limiting pin seat, the limiting member is axially movably cooperated in the through groove.

14. The aircraft cabin attendant seat of claim 12, wherein, An arc surface or an inclined surface is formed on one end of the limiting pin seat facing the limiting hole.

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