Liftable aircraft seat

Abstract

This invention relates to a liftable aircraft seat, belonging to the field of aircraft seat technology, and solves the technical problem of seats being unable to be adjusted during emergency power outages. The seat includes a base, a seat body, a lifting mechanism, and an energy storage element. The lifting mechanism is connected between the base and the seat body, and the energy storage element is connected between the base and the lifting mechanism. The base is used to fix the entire seat, providing stable support; the seat body provides a seating position for the passenger; the lifting mechanism connects the base and the seat body and is used to achieve height adjustment; the energy storage element releases energy in the event of a power failure, driving the lifting mechanism to retract or extend, thereby moving the seat body to a preset safe position. In emergency situations such as aircraft power failures, the seat can be automatically adjusted to a preset safe position without external power, thereby improving emergency evacuation efficiency, enhancing passenger safety, and solving the technical problem of seats being unable to be adjusted during emergency power outages.

Description

Technical Field

[0001] This invention relates to the field of aircraft seat technology, and more particularly to a liftable aircraft seat. Background Technology

[0002] Height-adjustable aircraft seats are devices used to adjust the seating height of passengers on commercial airliners, helicopters, and other aircraft. They are typically installed in business class, first class, or crew seating areas. Existing height-adjustable aircraft seats generally include a base, a seat body, and a lifting mechanism connecting the two. The height of the seat is electrically adjusted via a drive unit (such as a drive motor) to meet the comfort needs of different passengers or the operational requirements of each phase of flight.

[0003] However, existing technologies have the following technical problems: when an aircraft experiences an emergency power outage, the drive unit loses its power supply, causing the elevator mechanism to malfunction and the seats to be unable to adjust to the required position. Especially in scenarios requiring rapid passenger evacuation, such as emergency landings or forced landings, if the seats cannot be adjusted to a suitable posture in a timely manner (such as returning to a preset position for easy evacuation), it will directly affect the passenger's emergency response speed and evacuation efficiency, posing a significant safety hazard.

[0004] Therefore, how to solve the technical problem of the seat being unable to be adjusted during an emergency power outage has become a topic that urgently needs to be studied by those skilled in the art. Summary of the Invention

[0005] Based on the above analysis, the present invention aims to provide a liftable aircraft seat and method to solve the following technical problem in the prior art: the seat cannot be adjusted in the event of an emergency power outage.

[0006] The objective of this invention is mainly achieved through the following technical solutions: A liftable aircraft seat includes a base, a seat body, a lifting mechanism, and an energy storage element. The lifting mechanism is connected between the base and the seat body. One end of the energy storage element is connected to the base, and the other end is connected to the lifting mechanism. The energy storage element can release energy in the event of power failure to drive the lifting mechanism to retract or extend, thereby moving the seat body to a preset position.

[0007] Furthermore, it also includes a drive unit, which is connected to the lifting mechanism to drive the lifting mechanism to move up and down.

[0008] Furthermore, the drive unit includes a drive motor and a worm gear reducer. The worm of the worm gear reducer is connected to the output shaft of the drive motor, and the worm wheel is connected to the input shaft of the lifting mechanism.

[0009] Furthermore, the lead angle of the worm gear is smaller than the equivalent friction angle.

[0010] Furthermore, it also includes a clutch device, which is disposed between the drive unit and the lifting mechanism to disconnect power transmission in the event of power failure.

[0011] Furthermore, the lifting mechanism is a scissor-type linkage mechanism, including at least one pair of first and second links that are cross-connected at the middle by a hinge axis.

[0012] Furthermore, the energy storage element is a pre-compressed nitrogen spring or a helical spring.

[0013] Furthermore, it also includes a manual release mechanism, which is connected to the clutch device via a pull cable.

[0014] Furthermore, the clutch device includes: An armature is fixedly connected to the output shaft of the drive unit; The friction disc is fixedly connected to the input shaft of the lifting mechanism; An electromagnetic coil, mounted on the base, is used to attract the armature when energized, so that the armature engages with the friction disc. A separation spring is disposed between the armature and the friction disk, and is used to push the armature to separate from the friction disk when power is lost.

[0015] Furthermore, it also includes an acceleration sensor and a controller. The acceleration sensor is mounted on the base and is used to detect acceleration in the vertical direction. The controller is electrically connected to the acceleration sensor and the drive unit. When the acceleration value detected by the acceleration sensor exceeds a preset threshold, the controller cuts off the power supply to the drive unit.

[0016] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects: (1) The liftable aircraft seat of the present invention has a base for fixing the entire seat and providing stable support; the seat body provides a seating position for passengers; the lifting mechanism connects the base and the seat body for height adjustment; the energy storage element releases energy in the power failure state to drive the lifting mechanism to retract or expand, thereby moving the seat body to a preset safe position. In emergency situations such as aircraft power failure, the seat can be automatically adjusted to the preset safe position without external power, thereby improving emergency evacuation efficiency, enhancing passenger safety, and solving the technical problem that the seat cannot be adjusted in the event of an emergency power failure.

[0017] (2) The liftable aircraft seat of the present invention has a manual release mechanism connected to the clutch device by a pull cable, which provides the operator with a mechanical operation method independent of electrical control. Even if the automatic separation function of the clutch device fails to work properly due to a fault, or if it is necessary to actively reset the seat to the preset position in the absence of power failure, the operator can still forcibly disconnect the power transmission through the manual release mechanism to trigger the energy storage element to act. This improves the reliability of the system and the flexibility of emergency response, meets the requirements of multiple safety protections for aircraft seats, and provides a means to manually trigger the seat reset when the electromagnetic automatic separation fails or in the absence of power failure.

[0018] (3) The liftable aircraft seat of the present invention achieves vertical lifting of the seat body through a scissor linkage mechanism, which can obtain a large lifting stroke in a limited space, while ensuring the stability and structural rigidity of the lifting process. The mechanism occupies little height after shrinking, which facilitates the compact arrangement of the aircraft seat in the non-adjustable state.

[0019] (4) The liftable aircraft seat of the present invention, by setting the lead angle of the worm gear to be less than the equivalent friction angle, enables the worm gear transmission to meet the reverse self-locking condition. When the drive motor loses power or stops driving, the load torque at the lifting mechanism end cannot drive the worm gear to rotate in the reverse direction, thereby achieving mechanical self-locking and preventing the seat body from accidentally sliding or crawling under the action of gravity. By utilizing the self-locking characteristics of the worm gear, the seat can be stably stopped at any adjustable height without the need for an additional braking device. Even if the drive unit loses power, it can reliably maintain the current position, simplifying the system structure, improving the safety and reliability of the seat, and solving the problem that the lifting mechanism cannot lock after the drive stops and the seat is prone to automatically sliding down due to gravity.

[0020] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the specification or be learned by practicing the invention. The objectives and other advantages of this invention can be realized and obtained from the content specifically pointed out in the text and accompanying drawings. Attached Figure Description

[0021] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0022] Figure 1 This is a structural schematic diagram of the liftable aircraft seat in the embodiment; Figure 2 This is a schematic diagram of the drive unit in the embodiment; Figure 3-1 This is a schematic diagram of the clutch device in the embodiment; Figure 3-2 This is a cross-sectional schematic diagram of the clutch device in the embodiment; Figure 4 This is a schematic diagram of the lifting mechanism in the embodiment; Figure 5 This is a schematic diagram of the manual release mechanism in the embodiment.

[0023] Figure label: 1-Base, 2-Seat body, 3-Lifting mechanism, 31-First link, 32-Second link, 33-Hinge shaft, 4-Energy storage element, 5-Drive unit, 51-Motor, 52-Worm gear reducer, 6-Clutch device, 61-Armature, 62-Friction disc, 63-Electromagnetic coil, 64-Separation spring, 65-Clutch base, 66-Pull bolt, 661-Spring cover, 8-Manual release mechanism, 81-Pull cable. Detailed Implementation

[0024] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention. Example

[0025] An embodiment of the present invention provides a liftable aircraft seat.

[0026] like Figure 1 As shown, a liftable aircraft seat includes a base 1, a seat body 2, a lifting mechanism 3, and an energy storage element 4. The lifting mechanism 3 is connected between the base 1 and the seat body 2. One end of the energy storage element 4 is connected to the base 1, and the other end is connected to the lifting mechanism 3. The energy storage element 4 can release energy in the event of power failure to drive the lifting mechanism 3 to retract or expand, thereby moving the seat body 2 to a preset position.

[0027] The base 1 is used to fix the entire seat and provide stable support; the seat body 2 provides a seating position for passengers; the lifting mechanism 3 connects the base 1 and the seat body 2 to achieve height adjustment; the energy storage element 4 releases energy in the event of a power failure, driving the lifting mechanism 3 to retract or extend, thereby moving the seat body 2 to a preset safe position (such as a sitting posture or evacuation position during emergency landing). These components together constitute a lifting system that can still operate automatically in the event of a power failure.

[0028] In emergency situations such as aircraft power failure, the system can automatically adjust the seats to a preset safe position without external power, thereby improving emergency evacuation efficiency and enhancing passenger safety. The system is reliable and has a simple structure, solving the technical problem of seats being unable to be adjusted during emergency power outages.

[0029] In actual operation, under normal power supply conditions, the lifting mechanism 3 operates to adjust the height of the seat body 2. At this time, the energy storage element 4 is compressed or stretched to store energy. When the aircraft experiences an emergency power outage, the energy storage element 4 automatically releases its stored energy, applies force to the lifting mechanism 3, drives the lifting mechanism 3 to retract or expand, thereby moving the seat body 2 to the preset position.

[0030] For example, the preset position can be a seating height that facilitates emergency evacuation for passengers (such as the seat being lowered to the lowest position), or a specific posture that meets aviation safety requirements (such as the landing impact protection posture). The entire action process does not require external power input and is completed entirely by the energy released by the energy storage element 4 itself, ensuring that the seat can still be reliably adjusted to a safe position in the event of a power failure.

[0031] In some embodiments, such as Figure 2 As shown, the liftable aircraft seat also includes a drive unit 5, which is connected to the lifting mechanism 3 to drive the lifting mechanism 3 to move up and down.

[0032] The drive unit 5 is connected to the lifting mechanism 3 and is used to actively output power when powered on to drive the lifting mechanism 3 to adjust the height, thereby controlling the height of the seat body 2 under normal operating conditions. At the same time, the drive unit 5 can also complement the energy storage element 4. Under normal conditions, the drive unit 5 drives the lifting, and in the event of a power failure, the energy storage element 4 drives the reset, thus achieving adjustability and safety of the seat under all operating conditions. Under normal power supply, the drive unit 5 realizes the electric lifting adjustment of the seat to meet the seat height requirements of different passengers or different flight stages. In the event of an emergency power failure, the system switches to the energy storage element 4 to drive the reset, realizing a dual-mode control method of adjustability under normal operating conditions and reset under power failure conditions.

[0033] For example, such as Figure 2 As shown, the drive unit 5 may include a drive motor 51 and a worm gear reducer 52. The worm of the worm gear reducer 52 is connected to the output shaft of the drive motor 51, and the worm wheel is connected to the input shaft of the lifting mechanism 3.

[0034] The drive motor 51 outputs rotational power as a power source; the worm of the worm gear reducer 52 is connected to the output shaft of the motor 51, and the worm wheel is connected to the input shaft of the lifting mechanism 3. Through the reduction transmission of the worm gear, the high-speed, low-torque output of the motor is converted into the low-speed, high-torque drive required by the lifting mechanism, thereby providing sufficient lifting force to achieve smooth seat lifting; by the motor 51 working in conjunction with the worm gear reducer 52 to drive the lifting mechanism, the seat can be smoothly and electrically lifted and adjusted under normal power supply conditions. The reduction and torque increase ensure that the lifting mechanism obtains sufficient driving force to meet the lifting requirements under different load conditions.

[0035] Based on this, the lead angle of the worm is smaller than the equivalent friction angle.

[0036] By setting the lead angle of the worm gear to be less than the equivalent friction angle, the worm gear transmission satisfies the reverse self-locking condition. When the drive motor 51 loses power or stops driving, the load torque at the lifting mechanism 3 cannot drive the worm gear to rotate in the reverse direction, thereby achieving mechanical self-locking and preventing the seat body 2 from accidentally sliding or crawling under gravity. Utilizing the self-locking characteristics of the worm gear, the seat can be stably stopped at any adjustable height without the need for an additional braking device. Even if the drive unit 5 loses power, it can reliably maintain its current position, simplifying the system structure, improving the safety and reliability of the seat, and solving the problems of the lifting mechanism failing to lock after the drive stops and the seat easily sliding down automatically due to gravity.

[0037] In practical applications, when passengers or crew members start the drive motor 51 via the control switch, the motor output shaft drives the worm gear to rotate, and the power can be smoothly transmitted to the worm wheel, thereby driving the lifting mechanism 3 to raise or lower the seat body 2. When the seat reaches the required height, the operator releases the control switch, and the drive motor 51 stops running.

[0038] At this time, since the lead angle of the worm is set to be less than the equivalent friction angle, the worm gear transmission satisfies the reverse self-locking condition. Even if the seat body 2 bears the passenger's weight or other downward loads, when the load torque is transmitted to the worm wheel and attempts to drive the worm to rotate in the reverse direction, the self-locking effect is generated because the lead angle is less than the equivalent friction angle. The load torque cannot overcome the frictional resistance, and the worm will not be driven in the reverse direction. Therefore, the seat body 2 can stay stably at any adjustable height and will not accidentally slide down or slowly crawl under the action of gravity.

[0039] It should be noted that those skilled in the art should understand that worm gear drives have a one-way self-locking characteristic: when the lead angle of the worm is less than the equivalent friction angle, power cannot be transmitted from the worm wheel side to the worm side in the reverse direction, but the worm side can still drive the worm wheel to rotate in the forward direction. Therefore, the phrase "the lead angle of the worm is less than the equivalent friction angle" means that the reverse self-locking condition is met, that is, when the drive motor 51 stops running, the load torque at the lifting mechanism 3 end cannot drive the worm to rotate in the reverse direction, thereby achieving mechanical self-locking and preventing the seat body 2 from accidentally sliding down under the action of gravity; while when the drive motor 51 is running in the forward direction, the active rotation of the worm can still smoothly drive the worm wheel to rotate, driving the lifting mechanism 3 to achieve normal lifting and lowering. The above-mentioned reverse self-locking characteristic does not affect the normal driving function of the drive unit 5.

[0040] In some embodiments, such as Figure 3-1 and Figure 3-2 As shown, the liftable aircraft seat also includes a clutch device 6, which is located between the drive unit 5 and the lifting mechanism 3 to disconnect the power transmission in the event of a power failure.

[0041] The clutch device 6 is used to automatically disconnect the power transmission between the drive unit 5 and the lifting mechanism 3 in the event of a power failure. When the power is on, the clutch device 6 is engaged, and the power of the drive unit 5 can be transmitted to the lifting mechanism 3 to achieve electric lifting. When a power failure occurs, the clutch device 6 disengages, cutting off the mechanical connection between the drive unit 5 and the lifting mechanism 3, so that the energy released by the energy storage element 4 can smoothly drive the lifting mechanism 3 to retract or extend without being affected by the resistance of the drive unit 5, moving the seat body 2 to a preset safe position. The introduction of the clutch device 6 solves the contradiction between the motion resistance generated by the drive unit 5 on the lifting mechanism 3 in the event of a power failure and the drive reset of the energy storage element 4. When the power is lost, the clutch device 6 automatically disengages, relieving the resistance of the drive unit 5 and ensuring that the energy storage element 4 can drive the seat to move to the preset safe position. At the same time, when the power is on, the clutch device 6 is engaged, without affecting the electric lifting function.

[0042] For example, such as Figure 3-1 and 3-2 As shown, the clutch device 6 includes: The armature 61 is fixedly connected to the output shaft of the drive unit 5; Friction disc 62 is fixedly connected to the input shaft of lifting mechanism 3; An electromagnetic coil 63 is mounted on a clutch base 65 and is used to attract the armature 61 when energized, so that the armature 61 engages with the friction disc 62. The separation spring 64 is used to push the armature 61 to separate from the friction disc 62 when power is lost.

[0043] The armature 61 is fixedly connected to the output shaft of the drive unit 5, and the friction disc 62 is fixedly connected to the input shaft of the lifting mechanism 3. The two constitute the driving and driven parts of the clutch. The electromagnetic coil 63 is installed on the clutch base 65, which is installed on the base 1. When energized, it generates electromagnetic force to attract the armature 61, making it press and engage with the friction disc 62 to realize power transmission. When de-energized, the electromagnetic force disappears, and the spring force pushes the armature 61 to separate from the friction disc 62, disconnecting the power transmission. The clutch device 6 adopts a combination of electromagnetic control and spring reset to realize automatic on / off control of power transmission between the drive unit 5 and the lifting mechanism 3. When energized, it reliably engages to ensure normal lifting and lowering. When de-energized, it instantly separates to relieve the resistance of the drive unit, ensuring that the energy storage element 4 can drive the seat to reset without obstruction, thus solving the problem that the drive unit 5 hinders the energy storage element 4 from driving the seat to reset in the power-off state.

[0044] Based on this, the clutch device 6 also includes a pull bolt 66, the top of which is provided with a spring cover 661, the spring cover 661 is embedded and positioned on the armature 61, the bottom end of the pull bolt 66 passes through the electromagnetic coil 63, the top end of the release spring 64 abuts against the spring cover 661, and the bottom end of the release spring 64 is fixed in the electromagnetic coil 63.

[0045] The top end of the pull bolt 66 is embedded in the armature 61 via the spring stop 661, and the bottom end passes through the electromagnetic coil 63. The pull bolt 66 has a dual function: firstly, it serves as a guide post for the release spring 64, ensuring the coaxiality of the spring's movement during compression and release, and preventing the spring from bending and jamming; secondly, it axially connects the armature 61 and the electromagnetic coil 63, constraining the movement trajectory of the armature. The spring stop 661 distributes the elastic force of the release spring 64 to the armature 61, while also restricting the axial position of the spring to prevent it from disengaging. Through the cooperation of the pull bolt 66 and the spring stop 661, the structure integrates the guiding and connecting functions, reducing the number of parts and the weight; at the same time, it ensures that both ends of the release spring 64 are constrained, resulting in high movement stability, preventing armature misalignment and jamming, and improving the reliability and service life of the clutch device.

[0046] In some embodiments, such as Figure 4 As shown, the lifting mechanism 3 is a scissor linkage mechanism, including at least one pair of first links 31 and second links 32 that are cross-connected in the middle by a hinge shaft 33.

[0047] The lifting mechanism 3 adopts a scissor linkage mechanism, which consists of at least one pair of first links 31 and second links 32 that are cross-connected at the middle by a hinge shaft 33. This mechanism uses the cross-extension and retraction of the links to achieve linear lifting and lowering motion. When the drive unit 5 or the energy storage element 4 applies power, the first link 31 and the second link 32 rotate relative to each other around the hinge shaft 33, changing the included angle between the two links, thereby raising or lowering the scissor mechanism as a whole, driving the seat body 2 to move vertically. The vertical lifting and lowering of the seat body is achieved through the scissor linkage mechanism, which can obtain a large lifting stroke in a limited space, while ensuring the smoothness of the lifting process and the structural rigidity. The mechanism occupies little height when retracted, which is convenient for the compact arrangement of aircraft seats in the non-adjustable state.

[0048] For example, the energy storage element 4 is a pre-compressed nitrogen spring or a helical spring. During normal lifting and lowering, the nitrogen spring or helical spring is compressed to store elastic potential energy, and releases this energy to drive the lifting mechanism when power is lost. Nitrogen springs are characterized by a flat force-displacement curve and stable output force, while helical springs have a simple structure and low cost. Both can convert stored mechanical energy into kinetic energy to drive the seat movement without external power.

[0049] In some embodiments, such as Figure 5 As shown, it also includes a manual release mechanism 8, which is connected to the clutch device 6 via a pull cable 81.

[0050] The manual release mechanism 8 is connected to the clutch device 6 via a pull cable 81, providing operators with a mechanical control method independent of electrical control. When a passenger or crew member manually operates the mechanism, the pull cable 81 pulls the clutch device 6 to disengage it, thereby disconnecting the power transmission between the drive unit 5 and the lifting mechanism 3, allowing the energy storage element 4 to release energy to drive the seat to a preset safe position. Based on the automatic disengagement when the electromagnetic coil 63 loses power, a redundant backup for manual control is further provided. Even if the automatic disengagement function of the clutch device 6 fails to work properly due to a malfunction, or if it is necessary to actively reset the seat to the preset position in a non-power-loss state, the operator can still forcibly disconnect the power transmission through the manual release mechanism 8 to trigger the energy storage element 4. This improves the reliability of the system and the flexibility of emergency response, meeting the requirements of multiple safety guarantees for aviation seats, and providing a means to manually trigger the seat reset in the event of electromagnetic automatic disengagement failure or in a non-power-loss state.

[0051] In practical use, passengers or crew members can manually operate the manual release mechanism 8: when the electromagnetic coil 63 or circuit malfunctions, causing the clutch device 6 to fail to automatically disengage after power loss; or when the aircraft has not lost power but it is necessary to actively reset the seat to a preset safe position (such as during the preparation phase before emergency landing), the operator pulls or presses the manual release mechanism 8. The pull cable 81 is tensioned and pulls the corresponding component of the clutch device 6 (such as the shift fork or armature 61), forcibly separating the armature 61 from the friction disc 62, thereby disconnecting the power transmission between the drive unit 5 and the lifting mechanism 3. Subsequently, the energy storage element 4 releases energy, driving the lifting mechanism 3 to move the seat body 2 to the preset safe position.

[0052] Specifically, such as Figure 5 As shown, the pull cable 81 passes through the clutch base 65 and connects to the pull bolt 66. The pull cable 81 passes through the clutch base 65 and connects to the bottom of the pull bolt 66. The clutch base 65 serves as a reaction force support point, constraining the direction of the pull cable's tension to be consistent with the axial direction of the pull bolt 66, thus avoiding jamming caused by lateral force. At the same time, this setting allows the manual operating force to be directly and efficiently transmitted to the armature 61, realizing forced separation in the event of electromagnetic coil 63 failure or energization. In the event of electromagnetic coil failure or abnormal energization, passengers can still forcibly separate the clutch by pulling the cable, meeting the stringent requirements of aviation seats for emergency operation redundancy.

[0053] In some embodiments, the liftable aircraft seat further includes an acceleration sensor and a controller. The acceleration sensor is mounted on the base 1 and is used to detect acceleration in the vertical direction. The controller is electrically connected to the acceleration sensor and the drive unit 5. When the acceleration value detected by the acceleration sensor exceeds a preset threshold, the controller cuts off the power supply to the drive unit 5.

[0054] An acceleration sensor is mounted on base 1 to detect changes in the aircraft's vertical acceleration in real time. The controller is electrically connected to the acceleration sensor and drive unit 5, receives sensor signals and makes judgments. When the detected acceleration value exceeds a preset threshold (such as during an emergency landing or severe turbulence), the controller automatically cuts off the power supply to drive unit 5, causing clutch device 6 to disengage and triggering energy storage element 4 to release energy, driving the seat to move to a preset safe position. With the above settings, there is no need to wait for the system to completely lose power. Once the acceleration sensor detects abnormal vertical overload (such as an emergency landing impact), the controller can actively cut off the power supply to drive unit 5 and adjust the seat to a preset safe posture in advance. Compared with the passive mode that relies solely on power loss triggering, this design can take proactive action in emergency situations where the aircraft's main power has not been interrupted, giving passengers earlier emergency response time and improving the seat's active protection capability in sudden accidents. In emergency situations where the power is not interrupted (such as during an emergency landing impact), the seat can automatically reset to a safe position in a timely manner.

[0055] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A liftable aircraft seat, characterized in that, The device includes a base (1), a seat body (2), a lifting mechanism (3), and an energy storage element (4). The lifting mechanism (3) is connected between the base (1) and the seat body (2). One end of the energy storage element (4) is connected to the base (1), and the other end is connected to the lifting mechanism (3). The energy storage element (4) can release energy in the absence of power to drive the lifting mechanism (3) to retract or expand, thereby moving the seat body (2) to a preset position.

2. The liftable aircraft seat according to claim 1, characterized in that, It also includes a drive unit (5), which is connected to the lifting mechanism (3) to drive the lifting mechanism (3) to move up and down.

3. The liftable aircraft seat according to claim 2, characterized in that, The drive unit (5) includes a drive motor (51) and a worm gear reducer (52). The worm of the worm gear reducer (52) is connected to the output shaft of the drive motor (51), and the worm wheel is connected to the input shaft of the lifting mechanism (3).

4. The liftable aircraft seat according to claim 3, characterized in that, The lead angle of the worm gear is less than the equivalent friction angle.

5. The liftable aircraft seat according to claim 2, characterized in that, It also includes a clutch device (6), which is disposed between the drive unit (5) and the lifting mechanism (3) to disconnect power transmission in the event of power failure.

6. The liftable aircraft seat according to claim 1, characterized in that, The lifting mechanism (3) is a scissor linkage mechanism, including at least one pair of first links (31) and second links (32) that are cross-connected in the middle by a hinge shaft (33).

7. The liftable aircraft seat according to claim 1, characterized in that, The energy storage element (4) is a pre-compressed nitrogen spring or a helical spring.

8. The liftable aircraft seat according to claim 5, characterized in that, It also includes a manual release mechanism (8), which is connected to the clutch device (6) via a pull cable (81).

9. The liftable aircraft seat according to claim 5, characterized in that, The clutch device (6) includes: An armature (61) is fixedly connected to the output shaft of the drive unit (5); The friction disc (62) is fixedly connected to the input shaft of the lifting mechanism (3); An electromagnetic coil (63) is mounted on the base (1) and is used to attract the armature (61) when energized so that the armature (61) engages with the friction disc (62); A separation spring (64) is disposed between the armature (61) and the friction disk (62) for pushing the armature (61) and the friction disk (62) apart when power is lost.

10. The liftable aircraft seat according to claim 2, characterized in that, It also includes an acceleration sensor and a controller. The acceleration sensor is mounted on the base (1) and is used to detect acceleration in the vertical direction. The controller is electrically connected to the acceleration sensor and the drive unit (5). When the acceleration value detected by the acceleration sensor exceeds a preset threshold, the controller cuts off the power supply to the drive unit (5).

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