Passenger seat arrangement

Abstract

This invention relates to a passenger seat assembly comprising: a mounting unit (12a; 12b) for mounting on a mounting surface; two seat structural elements (26a, 28a; 26b, 28b), each arranged on one side of a seat area (30a); two bearing elements (44a, 46a; 44b, 46b), wherein each bearing element (44a, 46a; 44b, 46b) is fixedly connected to one of the seat structural elements (26a, 28a; 26b, 28b); and a backrest (34a; 34b; 34c) having at least one pivotable backrest element (36a). The pivotable backrest element (36a; 36b; 36c) is pivotally supported on seat structure elements (26a, 28a; 26b, 28b) via bearing elements (44a, 46a; 44b, 46b); at least one reset module (66a; 66b; 66c) having at least one spring element (68a; 68b) for providing a reset force for resetting the pivotable backrest element (36a; 36b) from a comfortable position to an upright seat position; and a locking device (70a; 70b) separately configured from the spring element (68a; 68b) to steplessly lock the pivotable backrest element (36a; 36b).

Description

Technical Field

[0001] The present invention relates to a passenger seat device according to the preamble of claim 1. Background Technology

[0002] A passenger seat assembly has been proposed, comprising: a mounting unit for mounting on a mounting plane; two seat structural elements, each arranged on one side of a seat area; two bearing elements, each bearing element being fixedly connected to one of the seat structural elements; a backrest having at least one pivotable backrest element pivotally supported on the seat structural elements by the bearing elements; at least one reset module having at least one spring element for providing a reset force to reset the pivotable backrest element from a comfortable position to an upright seat position; and a locking device separately configured from the spring element of the reset module, the locking device being configured to lock the pivotable backrest element at least in the upright seat position and having at least one locking module for this purpose, the locking module being arranged between the first seat structural element and the support element of the pivotable backrest element. Summary of the Invention

[0003] The object of the present invention is, in particular, to provide a universal device with improved structural space requirements. According to the invention, this object is achieved by the features of claim 1, while advantageous designs and improvements of the invention can be obtained from the dependent claims.

[0004] The present invention relates to a passenger seat assembly comprising: a mounting unit for mounting on a mounting plane; two seat structural elements, each arranged on one side of a seat area; two bearing elements, wherein each bearing element is fixedly connected to one of the seat structural elements; a backrest having at least one pivotable backrest element pivotally supported on the seat structural elements by the bearing elements; at least one reset module having at least one spring element for providing a reset force to reset the pivotable backrest element from a comfortable position to an upright seat position; and a locking device separately configured from the spring element of the reset module, the locking device being configured to lock the pivotable backrest element at least in the upright seat position and having at least one locking module for this purpose, the locking module being arranged between the first seat structural element and the support element of the pivotable backrest element.

[0005] The proposed feature is a locking mechanism designed to continuously lock the pivotable backrest element between a comfortable position and an upright seat position.

[0006] "Passenger seat assembly" should preferably be understood as an assembly that constitutes at least a part and / or the entire passenger seat. Preferably, the passenger seat assembly is configured as an aircraft seat assembly. "Passenger seat" should preferably be particularly understood as a seat arranged to form a seating area for passengers and thus arranged in a means of transport. Preferably, the passenger seat is configured as an aircraft seat. It is also conceivable in principle that the passenger seat is configured as a train seat. It is also conceivable in principle that the passenger seat is configured as a seat for other means of transport. The passenger seat is preferably configured as part of a row of a plurality of adjacent passenger seats. The passenger seat preferably includes: at least one seat base that forms a seating area for passengers; and a backrest that provides a backrest support surface on which a passenger sitting in the passenger seat can rest their back. Here, "seat base" should be particularly understood as a part of the passenger seat that provides a seating area on which a passenger can sit, wherein, here, the seat base preferably has at least one base and a cushioning element arranged on the base. Furthermore, the passenger seat has a mounting unit through which it is mounted to the bottom, particularly the cabin floor, and other components of the passenger seat, such as the seat bottom and backrest, are connected to this mounting unit. The "mounting unit" should preferably be understood as the basic structure of the passenger seat, which constitutes the load-bearing structure of the passenger seat. The passenger seat is connected to the mounting plane, i.e., particularly the cabin floor, via the mounting unit. The mounting unit preferably has at least two seat legs and at least one lateral element connected to the seat legs. The lateral element constitutes a load-bearing tube. Preferably, the mounting unit has two lateral elements, namely a front lateral element and a rear lateral element. The mounting unit is preferably connected to the bottom via multiple fittings, preferably to corresponding fastening rails in the bottom. The mounting unit constitutes the load-bearing structure of the passenger seat, preferably the entire passenger seat row. The "seat structural element" should preferably be understood as part of the load-bearing structure of the passenger seat, to which other components of the passenger seat, such as the backrest, backrest element, or armrests, can be fastened. The seat structural element is preferably configured as a seat divider. The seat structural element configured as a seat divider is preferably rigidly connected to at least one, preferably two, lateral elements of the mounting unit. The seat structural element constituting the seat divider preferably extends substantially horizontally from the front lateral element to a region behind the rear lateral element. In the region behind the rear lateral element, the seat structural element constituting the seat divider preferably extends substantially vertically away from the mounting plane to the height of the armrest. It is also conceivable, in principle, that the seat structural element is a single piece with a portion of the seat shell, such as the lower backrest element. Here, the single-piece seat structural element may, for example, be formed by a side region of the seat shell.

[0007] The bearing element is rigidly and rotationally connected to the seat structural element. Preferably, the bearing element is connected to the corresponding seat structural element in a rotationally resistant manner via a connecting flange and a plurality of connecting screws. It is also conceivable, in principle, that the bearing element is connected to the corresponding seat structural element in a rotationally resistant manner in a way that is reasonable to those skilled in the art, thereby allowing bearing forces to be transferred from the bearing element to the seat structural element. For example, it is conceivable that the bearing element has at least one form-fitting element on the end facing the seat structural element, which may be formed, for example, by the outer contour of the bearing element, through which the bearing element can be form-fittedly connected to a receptacle of the seat structural element. Therefore, the bearing element can be form-fittedly receptacle in a receptacle of the seat structural element for connection to the seat structural element, and can be secured by means of fastening elements such as screws to prevent axial displacement.

[0008] A "pivotable backrest element" should preferably be understood as a backrest element that forms at least a portion, preferably a majority, of the backrest surface of a backrest, and that the backrest element is pivotally supported relative to the mounting unit to form a comfortable position and an upright seating position. The pivotable backrest element has a support element and forms a backrest surface in its internal region. The support element of the pivotable backrest element is configured as a backrest frame. The pivotable backrest element has a cover or shell element connected to the backrest frame, which forms the backrest surface. It is also conceivable, in principle, that the pivotable backrest element is composed of a shell member that together forms the backrest frame and the backrest surface. Here, it is conceivable that the pivotable backrest element does not have a backrest frame. Here, the support element of the pivotable backrest element is formed by the sandwich member itself. It is also conceivable, in principle, that the pivotable backrest element is formed by the sandwich member. The pivotable backrest element is preferably pivotally connected to the mounting unit of the passenger seat. The pivotable backrest element is connected to the seat structure element of the passenger seat via bearing elements. Preferably, the pivotable backrest element can pivot to a non-use position. The "non-use position" should preferably be understood as a position in which the pivotable backrest element is not provided with a backrest surface for a passenger seated in the passenger seat. In the non-use position, the backrest pivots forward from the upright seat position, particularly in the direction of the passenger seat arranged in front of it. In the non-use position, the pivotable backrest element preferably rests its backrest surface against the passenger seat arranged in front of it. Thus, the locking module can be configured particularly easily to allow the pivotable backrest element to be brought into the forward-folded non-use position. This advantageously provides a configuration of the passenger seat in which a patient stretcher can be arranged above two passenger seats with forward-folded backrest elements.

[0009] "Upright seat position" should be understood as the maximum upright seat position of the passenger seat, where the passenger seat has the maximum upright seat position. If the passenger seat is configured as an aircraft seat, the upright seat position is preferably configured as a seat position that must be occupied for safety reasons, especially during takeoff, landing, and turbulence. Here, the upright seat position is configured as the so-called TTL position (Taxi, Takeoff, Landing). In the upright seat position, the backrest, especially the movable backrest element, and the seat bottom of the passenger seat are substantially perpendicular to each other, preferably at an angle between 95 and 115 degrees. "Comfort position" should be understood in particular as a rearward-tilted seat position of the passenger seat, in which at least the backrest, especially the pivotable backrest element, is tilted backward against the seat direction of the passenger seat, thereby allowing the passenger seated in the passenger seat to obtain a comfortable rearward-tilted seat position. In principle, it is also conceivable that in the comfort position, in addition to the pivotable backrest element, the seat bottom is also tilted differently from the upright seat position of the passenger seat. In the comfortable position, the backrest, especially the pivotable backrest element, and the seat bottom can have a particularly advantageously larger angle relative to each other compared to the upright seat position (TTL position). In the comfortable position, the backrest, especially the pivotable backrest element, pivots rearward from the maximum upright seat position by at least 3 degrees, preferably at least 5 degrees, and particularly preferably more than 8 degrees.

[0010] The "reset module" should preferably be understood as a module configured to apply a reset force to reset the backrest, particularly the movably supported backrest element, from a position, especially a comfortable position, to an upright seating position. For this purpose, the reset module preferably has a spring element that provides a force for adjusting the backrest, particularly the pivotable backrest element. The spring element providing the reset force can be, for example, a leaf spring element. It is also conceivable, in principle, that the spring element can be configured as another spring element, such as a gas spring, a coil spring, or another compression or tension spring element.

[0011] The "locking device" should preferably be understood as a device configured to lock two components in a locked position to each other in at least one defined location. The locking device is configured to fix the pivotable backrest element relative to the mounting unit in two positions: an upright seat position and a comfortable position. Preferably, the locking device in the upright seat position and the comfortable position is respectively configured to fix the pivotable backrest element in a form-fit manner along the pivoting direction. The locking device is configured to provide form-fit stops in the upright seat position and the comfortable position, which prevent the pivotable backrest element from pivoting further beyond the upright seat position or the comfortable position. The locking device is configured for stepless fixing of the pivotable backrest element. The locking device is configured to fix the pivotable backrest element in a force-fit manner, i.e., by frictional engagement, at any position between the upright seat position and the comfortable position. During normal operation, the forces acting on the pivotable backrest element, especially the sitting or holding forces, are transferred to the mounting unit purely by frictional engagement at the intermediate position in the locking device. The pivotable backrest element is secured in the center position by a locking device through frictional engagement. The force acting on the backrest is supported by frictional engagement within the locking device. In the upright seat position and the comfort position, the force acting along the direction of movement of the pivotable backrest element is supported at least by frictional engagement, and the pivotable backrest element is not fixed in this direction by form-fitting.

[0012] The locking module, "arranged between the first seat structural element and the load-bearing element of the pivotable backrest element," should be understood as functionally, i.e., arranged between the first seat structural element and the load-bearing element relative to the force flow. Here, the locking module does not necessarily have to be spatially arranged between the seat structural element and the load-bearing element. The locking module can preferably be directly or indirectly connected to the seat structural element. Particularly preferably, the locking module is connected to the bearing element. The locking device, "separately configured from the spring element of the reset module," should be understood as the locking device not being part of the spring element of the reset module. The locking device is functionally reliable without the spring element of the reset module, i.e., configured to lock the pivotable backrest element in different positions. The locking device and the spring element of the reset module are not constructed together. The locking device is not an integral part of the spring element of the reset module. The locking device, "separately configured from the spring element of the reset module," should preferably be understood as functionally separate from the spring element. The function of the locking device does not depend on the spring element or the plurality of spring elements of the reset module, and vice versa. The locking device is separately configured from the locking unit integrated in the gas spring. Although the spring elements of the locking device and the reset module are constructed separately, it is conceivable in principle that at least a portion of the locking device and the elastic element of the reset module are arranged in the same area of ​​the passenger seat. Here, it is even conceivable in principle that the spring element of the reset module contacts a portion of the locking device, so that the spring element of the reset module can be supported on that portion of the locking device. The locking device is constructed separately from the spring element of the reset module, independent of the precise design of the spring element.

[0013] According to the design of the present invention, stepless locking of the pivotable backrest element can be performed particularly easily and separately from the spring element. A particularly low-cost and space-saving locking device for pivotable backrests can be provided.

[0014] Furthermore, it is proposed that at least one locking module has a friction unit configured to provide a retaining force for steplessly locking the pivotable backrest element. A "friction unit" should preferably be understood as a unit having at least two friction elements configured for frictional engagement with each other, and these friction elements are movably arranged relative to each other. The friction elements are configured to be in frictional engagement in at least one state, particularly in an unactuated state. In at least one other state, particularly in an actuated state of the friction unit, the friction elements are at least partially, preferably completely, spaced apart from each other and no longer in frictional contact. Each friction element preferably has a friction surface configured to be in frictional engagement with the friction surface of another friction element. The friction surfaces of the friction elements can preferably be configured as flat surfaces. It is also conceivable, in principle, that the friction surfaces of the friction elements are formed by shaped surfaces, such as tapered surfaces. Preferably, the friction elements can also be formed by the side surfaces of a shaft. Preferably, it is also conceivable that the friction elements are formed by spring elements, particularly by the inner side of a coiled spring. "Holding force" should preferably be understood as a force that requires the friction elements to move relative to each other when they are in frictional contact. The holding force is constituted as the static friction between the two friction elements of the friction unit. Therefore, the locking module can be particularly easily configured for a continuously locking pivotable backrest element.

[0015] Furthermore, it is proposed that the locking module has two locking units movably supported by each other, wherein one locking unit is connected to one of the seat structural elements, and the other locking unit is connected to the support element of the pivotable backrest element. The term "locking unit" should preferably be understood as a sub-unit of the locking module connected to one of the two components, which are locked together by means of the locking module. "Connection" can be understood as both a direct and indirect connection. Thus, the locking module can be configured particularly advantageously.

[0016] Furthermore, it is proposed that one of the locking units of the locking module includes: a rotatably supported shaft configured to rotate during pivoting of the pivotable backrest element; and a friction unit configured to force-fit the rotatably supported shaft to prevent rotation, thereby locking the pivotable backrest element. Thus, the friction unit can be integrated into the locking module particularly easily, and the force from the pivotable backrest element can be supported on the friction unit.

[0017] Furthermore, it is proposed that one of the locking units of the locking module has a base, wherein the locking module has a connecting transmission device, through which the base is connected to a rotatably supported shaft of another locking unit, and the connecting transmission device is configured to transmit the pivoting movement of a pivotable backrest element to the rotatably supported shaft. The "connecting transmission device" should preferably be understood as a transmission device by which two mutually movably supported elements can be connected to each other and through which movement, especially rotational or pivoting movement, and force can be transmitted between the connected elements. The connecting transmission device is preferably configured as a gear transmission device. The gear transmission device preferably has at least two meshing tooth elements. The connecting transmission device has a transmission ratio. The connecting transmission device preferably has a transmission ratio between 1:5 and 1:20, preferably between 1:7 and 1:15. Particularly preferably, the connecting transmission device has a transmission ratio between 1:9 and 1:12. The connecting transmission device has a transmission ratio by which force, especially torque, is transmitted between two elements connected to each other via the connecting transmission device. Power is transmitted between one locking unit and another in the locking module via a connecting transmission device. Through the transmission ratio, large forces acting on the backrest can be advantageously supported by the friction unit. Thus, the friction unit can be particularly advantageously integrated into the locking module and particularly advantageously supports large forces.

[0018] Furthermore, it is proposed that the connecting transmission device has a toothed element rigidly connected to a rotatably supported shaft and a toothed element rigidly connected to a base, the toothed element rigidly connected to the base engaging in a meshing manner with the toothed element connected to the shaft. "Geared element" should preferably be understood as an element having a plurality of teeth arranged for meshing with the teeth of another toothed element. The toothed element can preferably be configured as a gear or a sub-gear. Preferably, the toothed element can be configured as a rack. Thus, the friction unit can be advantageously connected to another locking unit via the rotatably supported shaft.

[0019] Furthermore, it is proposed that at least one locking module has a friction unit having a first fixed friction element, a second friction element connected to a shaft rotatably supported by the locking module, and at least one spring element to provide a retaining force, wherein the at least one spring element presses the two friction elements together in an unacted state. Thus, the friction unit can be constructed particularly easily.

[0020] Furthermore, it is proposed that the two friction elements be configured as conical friction elements corresponding to each other, wherein the friction unit has a spacer element that is rotated to change the frictional force and / or spacing between the two friction elements. "Conical friction element" should preferably be understood as a friction element whose friction surface has a conical shape, particularly a conical protrusion or conical recess. "Spacer element" should preferably be understood as an element that changes the spacing between two other elements, such as, in particular, the base and connecting element of the friction unit, by movement, preferably rotation. Thus, the friction unit can be advantageously configured with a smaller actuation path.

[0021] Furthermore, it is proposed that one of the friction elements be configured as an axially movable conical friction element, which is preferably a single piece with a shaft rotatably supported by the locking module. "Single piece" should be understood in particular as material fitting, for example by welding and / or gluing processes, and particularly advantageously as forming, for example by casting and / or by using single-component or multi-component injection molding methods. Thus, the friction element can be configured particularly advantageously.

[0022] Furthermore, it is proposed that the friction unit has a base, wherein the spring element is arranged between the base and the spacer element. Thus, the spring element can be advantageously integrated into the friction unit.

[0023] Furthermore, it is proposed that the first friction element of the friction unit is configured as the inner surface of a spring element of the friction unit that is configured as a helical spring, and the second friction element of the friction unit is configured as the side surface of a sub-region of the shaft rotatably supported by the locking module. The spring element configured as a helical spring is preferably configured as a coiled spring, which presses its inner side against the side surface of the shaft in the unacted state. The spring element configured as a coiled spring presses against the side surface of the shaft by its internal spring tension, thereby creating a frictional fit between the inner side of the spring element and the shaft. In the actuated state, the spring element configured as a coiled spring preferably elastically deforms such that the spring element is released from the side surface of the shaft. Thus, the friction unit can be configured particularly easily.

[0024] Furthermore, it is proposed that the first locking unit is securely mounted on the pivotable backrest element in the installed state to prevent loss, and the second locking unit is securely mounted on the bearing element to prevent loss. Thus, the locking units used to constitute the locking module can be integrated into the passenger seat particularly easily.

[0025] Furthermore, it is proposed that the second locking unit has a form-fitting element that constitutes an end stop for a comfortable position of the pivotable backrest element, and the first locking unit has a locking element configured to lock the pivotable backrest element in a comfortable position by form-fitting connection with the form-fitting element of the second locking unit. The "locking element" should preferably be understood as a form-fitting element, which may be configured, for example, as a locking bolt and configured to limit the relative movement of the two elements in at least one direction by form-fitting with the correspondingly configured form-fitting element. The form-fitting element is preferably configured as an end wall of a groove. Preferably, the form-fitting element is configured as an end stop. Thus, the locking module can be configured particularly compactly and has an advantageously small structural space.

[0026] Furthermore, it is proposed that the second locking unit has an eccentric adjustment unit by which the positions of the two locking units relative to each other can be adjusted. The "eccentric adjustment unit" should preferably be understood as a unit having at least one connecting element eccentrically supported by a connecting element, wherein rotation of the connecting element about the connecting element causes adjustment of the elements connected to each other via the eccentric unit relative to each other. It is also conceivable, in principle, that the adjustment of the backrest angle can be provided by another adjustment unit instead of the eccentric adjustment unit. Here, the adjustment unit can be made, for example, by means of countersunk screws and corresponding adjustment mechanisms. Thus, the angle of the pivotable backrest element in the comfortable position or in the upright seat position can be adjusted particularly easily when installing the passenger seat to advantageously compensate for construction tolerances. Particularly advantageously, passenger seats with identical structures can be easily adjusted, for example, for different customers or cabin conditions, with different seat angles and different tilt angles in the upright seat position, i.e., the angle of the pivotable backrest element in the comfortable position.

[0027] Furthermore, it is proposed that the locking device is mostly arranged above the bearing element. "The locking device is mostly arranged above the bearing element" should preferably be understood as the main part of the locking device, viewed from the bottom of the cabin, preferably being arranged more than 75% above the lower extension of the bearing element. Here, the lower extension is formed by the portion of the bearing element having a minimum distance from the mounting plane. Thus, the locking device can be advantageously integrated into the passenger seat in a space-saving manner, and can provide a particularly advantageously large knee area.

[0028] Furthermore, it is proposed that the locking device has a second locking module arranged on the side of the pivotable backrest element opposite to the first locking module and constructed substantially identically to the first locking module. The second locking module is preferably constructed largely identically to the first locking module. The second locking module is a mapping of the first locking module. In principle, it is conceivable that the two locking modules, besides being mapped, differ in the different connectors used for actuating elements or force transmission elements, such as Bowden cables. Thus, the locking device can be advantageously configured for locking pivotable backrest elements, particularly providing a rigid lock with very small clearance in the locked position.

[0029] Furthermore, it is proposed that the second locking module can be actuated together with the first locking module via a Bowden cable, wherein the second locking module is connected in series with the first locking module. "The second locking module is connected in series with the first locking module" should be understood as the actuation of the first locking module triggering the actuation of the second locking module. A transmission element, such as, in particular, the Bowden cable, is connected to the actuating element of the first locking module, which transmits the motion of the actuating element to the actuating element of the second locking module. Thus, the two locking modules of the locking device can be advantageously and easily actuated together.

[0030] Furthermore, it is proposed that the first locking unit is at least partially integrated into the backrest frame. Preferably, the first locking unit has a housing element that is at least partially arranged in the backrest frame. Preferably, the backrest frame has a storage area in which the housing element of the first locking unit, having sub-regions, is arranged. The housing element is preferably a single piece. In principle, it is also conceivable that the housing element is a multi-piece structure, such as a two-piece structure. The housing element can preferably be formed of two housing parts that are fixedly connected to each other in the installed state, for example by a screw connection or by another form-fit connection. Thus, a particularly advantageously compact locking device can be provided.

[0031] In this document, the passenger seat device according to the present invention should not be limited to the applications and embodiments described above. In particular, the passenger seat device according to the present invention may have a different number of elements, components and units than those mentioned herein to perform the functions described herein. Attached Figure Description

[0032] Further advantages arise from the following description of the accompanying drawings. Three embodiments of the invention are illustrated in the drawings. The drawings, description, and claims contain numerous combinations of features. Those skilled in the art will also consider these features individually and generalize them into other meaningful combinations. In the drawings:

[0033] Figure 1A schematic diagram of a passenger seat row having a passenger seat assembly in the first embodiment is shown. The passenger seat assembly has a backrest with a pivotable backrest element and a locking device configured for steplessly locking the pivotable backrest element.

[0034] Figure 2 A schematic diagram of a pivotable backrest frame with a locking device having two locking modules is shown.

[0035] Figure 3 A schematic exploded view of one of a locking module with two locking units is shown. The locking module has a friction unit with two conical friction elements.

[0036] Figure 4 Another schematic exploded view of one of the locking modules with two locking units, which has a friction unit, is shown from a different perspective;

[0037] Figure 5 A schematic cross-sectional view of one of the locking modules is shown, which consists of a rotatably supported shaft and a friction unit;

[0038] Figure 6 A schematic diagram of a pivotable backrest element in a comfortable position is shown;

[0039] Figure 7 A schematic diagram of a passenger seat assembly in a second embodiment is shown, the passenger seat assembly having a backrest having a pivotable backrest element in a comfortable position and a locking device;

[0040] Figure 8 A schematic exploded view of one of a locking module having two locking units is shown. The locking module has a friction unit with a friction element configured as a spring element.

[0041] Figure 9 Another schematic exploded view of one of the locking modules with two locking units, which has a friction unit, is shown from different angles;

[0042] Figure 10 A schematic cross-sectional view of one of the locking modules is shown, which consists of a rotatably supported shaft and a friction unit;

[0043] Figure 11 A schematic diagram of a passenger seat assembly in a third embodiment is shown, the passenger seat assembly having a backrest having a pivotable backrest element in a comfortable position and a locking device;

[0044] Figure 12A schematic exploded view of one of a locking module having two locking units is shown. This locking module includes a friction unit with a friction element configured as a spring element; and

[0045] Figure 13 A schematic cross-sectional view of one of the locking modules is shown, which consists of a rotatably supported shaft and a friction unit. Detailed Implementation

[0046] Figures 1 to 6 A passenger seat assembly according to a first embodiment is shown. Here, the passenger seat assembly is part of a passenger seat 10a. The passenger seat 10a is configured as an aircraft seat. The passenger seat 10a is installed in the aircraft cabin in an installed state. The passenger seat 10a is configured to be fixedly installed on the cabin floor 22a of the aircraft cabin in an installed state. The passenger seat assembly has a mounting unit 12a. With the aid of the mounting unit 12a, the passenger seat 10a can be installed on the cabin floor 22a of the aircraft cabin. The cabin floor 22a forms a mounting surface. The passenger seat 10a is configured as part of a passenger seat row 14a. The passenger seat 10a is preferably configured as part of a passenger seat row 14a that includes more than one passenger seat 10a. A passenger seat row 14a having two passenger seats 10a, 16a is exemplarily shown in the figures. The exemplarily shown passenger seat row 14a has a second passenger seat 16a. The other passenger seat 16a is arranged adjacent to the first passenger seat 10a. The second passenger seat 16a is preferably constructed identically to the first passenger seat 10a; therefore, only one passenger seat 10a will be described in detail below. It is also conceivable, in principle, that the passenger seat row 14a may have three or more passenger seats 10a and 16a. Here, the mounting unit 12a is configured as a common mounting unit 12a for the passenger seats 10a and 16a of the passenger seat row 14a. The mounting unit 12a includes two seat legs 18a and 20a. Each seat leg 18a and 20a is connected to a fastening guide rail (not shown in detail) which is fixedly connected to the cabin floor 22a. The fastening guide rail can be securely locked in place.

[0047] Mounting unit 12a has two lateral carriers 24a. The lateral carriers 24a are configured as support tubes. The front lateral carrier 24a is arranged in the front region of the passenger seat 10a. The rear lateral carrier 24a is arranged in the rear region of the passenger seat 10a. The lateral carriers 24a extend in the lateral direction of the passenger seat 10a. The lateral carriers 24a extend at least substantially over the entire lateral extension of all passenger seats 10a in the passenger seat row 14a.

[0048] The passenger seating assembly has two seat structural elements 26a and 28a. Each of the two seat structural elements 26a and 28a is arranged on one side of the seat area 30a of the passenger seating assembly. The two seat structural elements 26a and 28a are each arranged on the side of the seat area 30a formed by the passenger seat 10a. The seat structural elements 26a and 28a are configured as seat partitions. The seat structural elements 26a and 28a are arranged on a transverse carrier 24a. The seat structural elements 26a and 28a are fastened to the transverse carrier 24a at intervals in the transverse direction. The seat structural elements 26a and 28a are connected to the transverse carrier 24a in a positionally fixed manner. The seat structural elements 26a and 28a are configured to be substantially L-shaped. Each of the seat structural elements 26a and 28a has a first sub-region, which is substantially horizontally oriented in the installed state. Each of the seat structural elements 26a and 28a has a second sub-region, which is substantially vertically oriented in the installed state. The second sub-regions of seat structural elements 26a and 28a are arranged in the rear region of passenger seat 10a. The second sub-regions of seat structural elements 26a and 28a extend to the rear ends of seat structural elements 26a and 28a. The second sub-regions of seat structural elements 26a and 28a constitute the rear region of seat structural elements 26a and 28a. Therefore, seat structural elements 26a and 28a extend upwards in their rear region away from mounting unit 12a, particularly the mounting plane. Seat structural elements 26a and 28a extend upwards in their rear region to approximately armrest height H. Seat structural elements 26a and 28a extend to the armrest height H of passenger seat 10a. The armrest height H is 650 mm. Preferably, it is conceivable that the armrest height H is within the range of 500 mm to 700 mm.

[0049] Seat structural elements 26a and 28a, constituting seat dividers, are configured to fasten different components of the respective passenger seats 10a and 16a to the passenger seats 10a and 16a, as described in at least part of the following detailed description. It is also conceivable, in principle, that the mounting unit 12a may not have seat structural elements 26a and 28a, or may have seat structural elements 26a and 28a with different implementations, and that the corresponding components of the passenger seats 10a and 16a may be connected to the mounting unit 12a in different ways. The passenger seat assembly includes a seat bottom. The seat bottom is not shown in detail. The seat bottom forms the seat area 30a. The seat bottom forms the seat surface of the passenger seat 10a. The seat bottom is connected to the mounting unit 12a.

[0050] The passenger seat assembly includes a backrest 34a. The backrest 34a is configured to allow a person seated in the passenger seat 10a to rest their back on the backrest 34a; the passenger seat assembly is part of the passenger seat 10a. The backrest 34a preferably has a cushioning portion (not shown in detail). The backrest 34a forms a backrest support surface. The backrest 34a is disposed on the rear end of the seat bottom. The backrest 34a is pivotally arranged relative to the mounting unit 12a. The backrest 34a is connected to seat structural elements 26a, 28a. Here, the passenger seat 10a constitutes a seat orientation. The seat orientation is defined as the direction in which a passenger sits in the passenger seat 10a. The seat orientation is orthogonal to the backrest surface of the backrest 34a and extends parallel to the mounting plane along the direction of the front end of the seat bottom.

[0051] The backrest 34a is pivotally configured. The backrest 34a is configured to pivot between an upright seating position and a comfortable position. The backrest 34a is configured to pivot relative to the mounting unit 12a. The backrest 34a can pivot relative to the seat structural elements 26a and 28a. The backrest 34a has a pivotable backrest element 36a. The pivotable backrest element 36a is pivotally supported on the mounting unit 12a. The pivotable backrest element 36a is pivotally connected to the seat structural elements 26a and 28a. The backrest 34a has a lower backrest element 32a. The lower backrest element 32a is rigidly configured. The lower backrest element 32a is preferably immovably configured. The lower backrest element 32a constitutes the lower region of the backrest 34a. The lower backrest element 32a forms a backrest support surface in the lower region of the backrest 34a.

[0052] The pivotable backrest element 36a has a backrest frame 38a. The backrest frame 38a constitutes the load-bearing structure of the pivotable backrest element 36a. The backrest frame 38a is configured as a rotatable frame. The backrest frame 38a is preferably configured as substantially U-shaped. The backrest frame 38a has two lateral frame elements and an upper frame element, which connects the two lateral frame elements to the upper end of the backrest frame 38a. At the lower end, the backrest frame 38a is preferably open. The lower end of the backrest frame 38a constitutes the lower end of the pivotable backrest element 36a. The pivotable backrest element 36a has a shell element 40a. The shell element 40a is configured as a plate-like element. The shell element 40a is formed of fiber-reinforced plastic. The shell element 40a is arranged in the internal region of the pivotable backrest element 36a and tensioned by the backrest frame 38a.

[0053] The backrest frame 38a constitutes the support element 42a of the pivotable backrest element 36a. The support element 42a of the pivotable backrest element 36a is configured to direct the operating forces, especially the supporting forces, acting on the pivotable backrest element 36a to the mounting unit 12a, particularly through the seat structural elements 26a and 28a. The support element 42a is preferably rigidly constructed and configured to transmit torsional and bending forces. It is also conceivable, in principle, that the pivotable backrest element 36a does not have a backrest frame 38a. Here, it is conceivable that the entire backrest element 36a is formed from a shell element, which monolithically constitutes the backrest support surface and the support element 42a of the pivotable backrest element 36a.

[0054] The passenger seat assembly has two bearing elements 44a and 46a to support a pivotable backrest element 36a. The pivotable backrest element 36a is connected to the mounting unit 12a via the bearing elements 44a and 46a. The bearing elements 44a and 46a are fixedly connected to the seat structural elements 26a and 28a. In the installed state, the bearing elements 44a and 46a extend from the corresponding seat structural elements 26a and 28a toward each other along the direction of the pivotable backrest element 36a. The bearing elements 44a and 46a are rigidly connected to the corresponding seat structural elements 26a and 28a. The bearing element 44a is rigidly mounted on the left seat structural element 26a. The bearing element 46a is rigidly mounted on the right seat structural element 28a. The bearing elements 44a and 46a constitute a fixed bearing shaft. The bearing elements 44a and 46a are arranged at the horizontal level of the rotation axis 50a of the backrest 34a. The rotation axis 50a is the axis around which the pivotable backrest element 36a is pivotally supported. The rotation axis 50a is defined by bearing elements 44a and 46a, which are configured as bearing shafts. The rotation axis 50a is coaxially oriented with the central axis of the bearing elements 44a and 46a, which are configured as bearing shafts. The bearing elements 44a and 46a form a sliding bearing region at one end opposite the connecting flange for connection to the seat structure elements 26a and 28a. The pivotable backrest element 36a is slidably supported on the bearing elements 44a and 46a via the sliding bearing regions. The backrest frame 38a of the load-bearing element 42a constituting the pivotable backrest element 36a is pivotally supported on the bearing elements 44a and 46a via the sliding bearing regions. The sliding bearing regions are formed by the shaft extensions of the bearing elements 44a and 46a. Each of the lateral frame elements of the backrest frame 38a has a bearing housing 62a at its lower end region, through which the backrest frame 38a is slidably and pivotally supported on the sliding bearing regions of the bearing elements 44a and 46a. Each pivotable backrest element 36a has a bearing bushing 64a arranged in the corresponding bearing housing 62a of the backrest frame 38a. In the installed state, the bearing elements 44a and 46a extend through their respective sliding bearing regions via the bearing bushings 64a arranged in the bearing housings 62a.

[0055] The backrest 34a is configured as a backrest with a high backrest pivot point. The backrest pivot point is formed by a rotation axis 50a. The backrest pivot point, i.e., the rotation axis 50a, is located above the knee area of ​​the passenger seat 10a. The knee area of ​​the passenger seat 10a extends from the cabin floor 22a to a height of 650 mm. The knee area is arranged such that a passenger sitting behind the passenger seat 10a can place their knees in this area. To form the high backrest pivot point, bearing elements 44a and 46a are connected to the upper regions of the seat structural elements 26a and 28a. The bearing elements 44a and 46a are connected to the seat structural elements 26a and 28a above the knee area. The bearing elements 44a and 46a are located at armrest height H. The rotation axis 50a is located above the knee area of ​​the passenger seat 10a.

[0056] The passenger seat assembly includes a reset module 66a. The reset module 66a is configured to reset the backrest 34a from a comfortable position to an upright seat position. The reset module 66a is configured to reset the backrest 34a from its pivoted seat position to an upright seat position. The reset module 66a is configured to reset the pivotable backrest element 36a. The reset module 66a is configured to provide a reset force to reset the backrest 34a, particularly to reset the pivotable backrest element 36a. The reset module 66a is at least substantially arranged in the region above the bearing elements 44a, 46a. The reset module 66a is at least substantially arranged above the armrest height X, i.e., on the side opposite to the mounting plane. The reset module 66a is at least substantially arranged above the knee region of the backrest 34a.

[0057] The reset module 66a has a first spring element 68a to provide a reset force. The reset module 66a also has a second spring element 190a to provide a reset force. Spring elements 68a and 190a are each arranged on one side of the backrest frame 38a. Spring elements 68a and 190a are each connected to a lateral frame element of the backrest frame 38a. In the illustrated embodiment, spring elements 68a and 190a are each connected to the outside of the lateral frame element of the backrest frame 38a. Spring elements 68a and 190a are configured as bending springs. Preferably, spring elements 68a and 190a are configured as metal bending springs. Spring elements 68a and 190a are configured to provide a spring force. The spring force of spring elements 68a and 190a forms the reset force of the reset module 66a. Spring elements 68a and 190a are functionally arranged between the pivotable backrest element 36a and the mounting unit 12a. Spring elements 68a and 190a are configured to be supported on the mounting unit 12a on a first side. Spring elements 68a and 190a are each configured to be supported on a pivotable backrest element 36a on a second side. Functionally, spring elements 68a and 190a are each arranged between one of the seat structural elements 26a and 28a and the lateral frame element of the backrest frame 38a. Spring elements 68a and 190a are configured as coil springs. It is also conceivable, in principle, that spring elements 68a and 190a are configured as other spring elements. For example, it is conceivable that the spring elements are also configured as rod springs. It is also conceivable, in principle, that the reset module has only one spring element 68a.

[0058] The passenger seat assembly includes a locking device 70a. The locking device 70a is configured to lock the backrest 34a in its upright seat position. The locking device 70a is configured to lock the pivotable backrest element 36a in the upright seat position. The locking device 70a is configured to lock the backrest 34a in a comfortable position. The locking device 70a is configured to lock the pivotable backrest element 36a in a comfortable position. The locking device 70a can lock the pivotable backrest element 36a in both the comfortable and upright seat positions. The locking device 70a is configured to lock the pivotable backrest element 36a in the upright seat position in a form-fitting manner. The locking device 70a is configured to lock the pivotable backrest element 36a in the comfortable position in a form-fitting manner. With the help of the locking device 70a, the pivotable backrest element 36a can be locked in both the upright and comfortable seat positions in a form-fitting manner.

[0059] Locking device 70a is provided for steplessly locking the pivotable backrest element 36a between a comfortable position and an upright seat position. Locking device 70a is configured to fix the pivotable backrest element 36a in a positional manner between the comfortable position and the upright seat position. Locking device 70a is configured to lock the pivotable backrest element 36a in any intermediate position between the comfortable position and the upright seat position, so that forces, especially sitting forces and holding forces, can be transmitted. In the intermediate position, the pivotable backrest element 36a is locked by means of locking device 70a so that a passenger sitting on passenger seat 10a can be supported on the pivotable backrest element 36a. Locking device 70a is preferably configured to fix the pivotable backrest element 36a in a force-operated manner in any intermediate position between the upright seat position and the comfortable position. Locking device 70a is also configured to fix the pivotable backrest element 36a in any intermediate position in a friction-operated manner.

[0060] The locking device 70a is separately configured from the spring elements 68a and 190a of the reset module 66a. The locking device 70a and the two spring elements 68a and 190a of the reset module 66a are separately configured. The function of the locking device 70a does not depend on the spring elements 68a and 190a of the reset module 66a.

[0061] The locking device 70a has a first locking module 72a. The first locking module 72a is arranged on the left side of the pivotable backrest element 36a. The first locking module 72a is arranged between the first left seat structural element 26a and the support element 42a of the pivotable backrest element 36a formed by the backrest frame 38a. The first locking module 72a is functionally arranged between the left bearing element 44a and the left-side frame element of the backrest frame 38a. The first locking module 72a is fixedly connected to the left bearing element 44a via a first connection area. The first locking module 72a is fixedly connected to the lateral frame element of the backrest frame 38a via a second connection area. The first locking module 72a is arranged on the outer side 76a of the support element 42a. Therefore, the first locking module 72a is arranged on the outer side 76a of the lateral frame element of the backrest frame 38a. The first locking module 72a is arranged on the outer side 76a of the backrest frame 38a facing the left seat structural element 26a.

[0062] The locking device 70a has a second locking module 74a. The second locking module 74a is arranged on the right side of the pivotable backrest element 36a. The second locking module 74a is arranged between the second right seat structural element 28a and the support element 42a of the pivotable backrest element 36a formed by the backrest frame 38a. Functionally, the second locking module 74a is arranged between the right bearing element 46a and the right-side frame element of the backrest frame 38a. The second locking module 74a is fixedly connected to the right bearing element 46a via a first connecting region. The second locking module 74a is fixedly connected to the lateral frame element of the backrest frame 38a via a second connecting region. The first locking module 72a is arranged on the outer side 78a of the support element 42a. Therefore, the second locking module 74a is arranged on the outer side 78a of the lateral frame element of the backrest frame 38a. The second locking module 74a is arranged on the outer side 78a of the backrest frame 38a facing the right seat structural element 28a.

[0063] Two locking modules 72a and 74a are provided together for locking the backrest 34a, and in particular the pivotable backrest element 36a. The two locking modules 72a and 74a of the locking device 70a are substantially identical in configuration. The locking modules 72a and 74a are substantially mirror images of each other. Preferably, only the actuation connectors or elements used to transmit the actuation force in the locking modules 72a and 74a are different. The locking modules 72a and 74a have substantially identical, mirror-like structures. The second locking module 74a is substantially a mirror image of the first locking module 72a. Therefore, only the first locking module 72a will be described in detail below. The following description of the first locking module 72a can be used to explain the second locking module 74a. The differences between the second locking module 74a and the first locking module 72a are clearly described.

[0064] The locking module 72a has a first locking unit 80a. The first locking unit 80a is configured to be fastened to the pivotable backrest element 36a. The first locking unit 80a constitutes the portion of the locking module 72a facing the pivotable backrest element 36a. The first locking unit 80a is fixedly connected to the pivotable backrest element 36a in the installed state. The first locking unit 80a is connected to the support element 42a of the pivotable backrest element 36a. The first locking unit 80a is mounted on the lateral frame element of the backrest frame 38a in a loss-proof manner.

[0065] The locking module 72a has a second locking unit 82a. The second locking unit 82a is mounted on the bearing element 44a in a way that prevents loss. The second locking unit 82a constitutes the portion of the locking module 72a facing the mounting unit 12a. In the installed state, the second locking unit 82a is fixedly connected to the bearing element 44a, which is configured as a bearing shaft. The second locking unit 82a is mounted on the bearing element 44a. The bearing element 44a has a connecting flange for connecting the second locking unit 82a. The second locking unit 82a is fixedly mounted on the connecting flange of the bearing element 44a by a plurality of screw connectors. Alternatively, it is conceivable that the first locking unit 80a of the locking module 72a is fixedly connected to the bearing element 44a, and the second locking unit 82a is fixedly connected to the carrier element 42a of the pivotable backrest element 36a.

[0066] The first locking unit 80a and the second locking unit 82a of the locking module 72a are movably supported relative to each other. The first locking unit 80a and the second locking unit 82a are movably supported relative to each other about the rotation axis 50a by means of the pivotable backrest element 36a, connected to the pivotable backrest element 36a or the bearing element 44a. The first locking unit 80a and the second locking unit 82a are configured to lock each other in a form-fitting and / or force-fitting manner in an upright seat position and a comfortable position. The first locking unit 80a and the second locking unit 82a are configured to contact each other in a form-fitting manner at least along the direction of movement in both the upright seat position and the comfortable position to secure the pivotable backrest element 36a. The first locking unit 80a and the second locking unit 82a are configured to abut against each other in a form-fitting manner in the upright seat position to prevent the pivotable backrest element 36a from being adjusted forward. The first locking unit 80a and the second locking unit 82a are configured to abut against each other in a form-fitting manner in the comfortable position to prevent the pivotable backrest element 36a from being adjusted backward. The first locking unit 80a and the second locking unit 82a are configured to be fixed in the upright seat position and the comfortable position by force engagement, i.e., by friction engagement. The first locking unit 80a and the second locking unit 82a are configured to be fixed in any desired intermediate position between the upright seat position and the comfortable position by friction engagement. In the desired intermediate position, the first locking unit 80a and the second locking unit 82a are fixed to each other only by force engagement.

[0067] The locking module 72a includes a friction unit 300a. The friction unit 300a is configured to provide a holding force for steplessly locking the pivotable backrest element 36a. The friction unit 300a is configured to force-fit the pivotable backrest element 36a to a certain position. The friction unit 300a is configured to force-fit the pivotable backrest element 36a to a fixed position, a comfortable position, and any desired intermediate position via friction. The friction unit 300a has an unactuated state and an actuated state. The unactuated state is configured as the closed state of the friction unit 300a. In the unactuated state, the friction unit 300a is closed and the locking module 72a locks the pivotable backrest element 36a in its current position. The actuated state is configured as the open state of the friction unit 300a. In the actuated state, the friction unit 300a is open and the locking module 72a releases the pivotable backrest element 36a. When the friction unit 300a is actuated, the pivotable backrest element 36a can pivot between the upright seat position and the comfortable position.

[0068] The friction unit 300a is preferably arranged on the first locking unit 80a of the locking module 72a. The friction unit 300a is part of the first locking unit 80a. The friction unit 300a is connected to the backrest frame 38a.

[0069] The first locking unit 80a has a rotatably supported shaft 302a. The rotatably supported shaft 302a is arranged on a pivotable backrest element 36a. The rotatably supported shaft 302a is rotatably supported on a backrest frame 38a. The rotatably supported shaft 302a is oriented transversely to the backrest frame 38a. In the installed state, the rotatably supported shaft 302a extends from the outer side 76a of the backrest frame 38a to the inner side of the backrest frame 38a. The rotatably supported shaft 302a extends through the backrest frame 38a. The backrest frame 38a has a bearing housing portion 304a. The bearing housing portion 304a is configured as a through hole in the backrest frame 38a. Preferably, a bearing bushing 306a is arranged in the bearing housing portion 304a configured as a through hole, and the rotatably supported shaft 302a is slidably supported in the bearing bushing 306a. A rotatably supported shaft 302a is configured to connect a friction unit 300a to another locking unit 82a. The rotatably supported shaft 302a is configured to rotate during the pivoting of the pivotable backrest element 36a. The rotatably supported shaft 302a is connected to the friction unit 300a. The friction unit 300a is configured to force-lock the rotatably supported shaft 302a to prevent rotation, thereby locking the pivotable backrest element 36a in a force-locking manner. The friction unit 300a is arranged on the first inner end of the rotatably supported shaft 302a. The friction unit 300a is arranged on the inner side of the backrest frame 38a. The friction unit 300a is connected to the rotatably supported shaft 300a on the inner side of the backrest frame 38a.

[0070] The friction unit 300a has a connecting element 308a. The connecting element 308a is configured to connect directly to the inside of the backrest frame 38a. The connecting element 308a is configured as a flat element. Preferably, the connecting element 308a is configured as a milled component. The connecting element 308a preferably has two fastening holes 310a, through which the connecting element 308a can be connected to the backrest frame 38a, preferably by means of a screw connector. The fastening holes 310a are preferably configured as threaded holes. It is also conceivable, in principle, that the fastening holes 310a are simply configured as through holes. The connecting element 308a has a central receiving area 312a. The receiving area 312a is preferably configured to support a portion of a rotatably supported shaft 302a. The connecting element 308a has a central through hole through which the rotatably supported shaft 302a is guided. The connecting element 308a constitutes a connecting area for the friction unit 300a. The friction unit 300a is connected to the backrest frame 38a via the connecting element 308a.

[0071] Friction unit 300a has a base 314a. The base 314a is configured as a mating retainer. The base 314a is configured to connect to a connecting element 308a. The base 314a and the connecting element 308a are connected in an anti-rotational manner. The base 314a is supported in the axial direction of a rotatably supported shaft 302a to displaceably overcome the spring force relative to the connecting element 308a and the shaft 302a. The base 314a is provided for supporting the rotatably supported shaft 302a. The base 314a has a bearing housing portion 328a. The bearing housing portion 328a is configured as a through hole. The rotatably supported shaft 302a is slidably supported in the bearing housing portion 328a of the base 314a at its first end. The rotatably supported shaft 302a has a bearing region at its first end, by which the shaft 302a is slidably supported on the base 314a. The base 314a can be displaced along the axial direction of the shaft 302a along the bearing region of the rotatably supported shaft 302a.

[0072] The base 314a has two fastening holes 338a for connection to the connecting element 308a. The fastening holes 338a are simple through holes. The fastening holes 338a of the base 314a correspond to the fastening holes 310a of the connecting element 308a. The friction unit 300a has connecting elements 340a through which it can be mounted. The friction unit 300a can be connected to the backrest frame 38a by means of the connecting elements 340a. The connecting elements 340a connect the base 314a to the connecting element 308a. The connecting elements 340a connect the base 314a and the connecting element 308a to the backrest frame 38a. The base 314a is axially displaceable to the connecting element 308a via the connecting element 340a. The connecting element 340a is configured as a screw element. The connecting element 340a, configured as a screw element, preferably has external threads only in the front end region away from the screw head. The base 314a is slidably supported relative to the connecting element 340a through its fastening hole 338a. Each connecting element 340a is guided through the fastening hole 338a of the base 314a and through the fastening hole 310a of the connecting element 308a to connect the base 314a to the connecting element 308a. If the fastening hole 310a of the connecting element 308a is configured as a threaded hole, the connecting element 340a is securely screwed into the fastening hole 310a. For connecting the friction unit 300a to the backrest frame 38a, the backrest frame has a threaded bushing 348a. The threaded bushing 348a is inserted into the outer side 76a of the backrest frame 38a. In order to secure the friction unit 300a, the base 314a and the connecting element 308a are screwed together onto the threaded bushing 348a of the backrest frame 38a using the connecting element 340a.

[0073] The friction unit 300a has a spacer element 316a. The spacer element 316a is arranged between the connecting element 308a and the base 314a. The spacer element 316a is annular. The spacer element 316a abuts against the connecting element 308a with its first side flat. The spacer element 316a has a groove on its second side, which forms an inclined surface. The groove 316a and the inclined surface are configured to contact the engaging element 320a of the base 314a. The engaging element 320a is configured as a protrusion on the inner side of the base 314a. The spacer element 316a is rotatably supported relative to the base 314a and the connecting element 308a. The spacer element 316a is configured to change the spacing between the base 314a and the connecting element 308a by rotation. In the neutral position of the spacer element 316a, the spacing between the base 314a and the connecting element 308a is minimal. In the neutral position, the engagement element 320a of the base 314a is arranged in the groove 318a. In the neutral position of the spacer element 316a, the friction unit 300a is in its unactuated state. When the spacer element 316a rotates out of its neutral position, the inclined surface contacts the engagement element 320a of the base 314a and thereby presses the base 314a away from the connecting element 308a. When the spacer element 316a rotates out of its neutral position and is in the actuated position, the spacer element 316a presses the base 314a away from the connecting element 308a and presses it into the unlocked position.

[0074] Friction unit 300a has at least one spring element 322a, which is configured to apply a spring force to base 314a, the spring force pointing in the direction of connecting element 308a. Friction unit 300a has a second spring element 350a, which is also configured to apply a spring force to base 314a, the spring force pointing in the direction of connecting element 308a. Spring elements 322a and 350a are preferably identical. Spring elements 322a and 350a are configured as compression springs. Spring elements 322a and 350a are configured as metal compression springs. Preferably, spring elements 322a and 350a are formed of wound spring steel. It is also conceivable, in principle, that spring elements 322a and 350a are formed of elastically deformable plastic. Spring elements 322a and 350a are configured to press base 314a against connecting element 308a. Spring elements 322a and 350a are also configured to press the spacer element 316a into its neutral position. Spring elements 322a and 350a are configured to apply a spring force to the spacer element 316a, causing the spacer element 316a to move to its neutral position. Spring elements 322a and 350a are arranged between the connecting element 340a and the base 314a of the friction unit 300a. Spring elements 322a and 350a functionally connect the base 314a and the connecting element 340a. Spring elements 322a and 350a are each arranged between the screw head of one of the connecting elements 340a and the base 314a, particularly the outer side of the base 314a. Spring elements 322a and 350a are clamped between the screw head of the respective connecting element 340a and the outer side of the base 314a of the friction unit 300a. Spring elements 322a and 350a are configured to be supported on the screw head of connecting element 340a, which is fixedly connected to backrest frame 38a, and to apply a force to base 314a in the direction of connecting element 308a.

[0075] Friction unit 300a has a first friction element 324a. The friction element 324a constitutes a friction surface. The friction element 324a is configured to make frictional contact with a correspondingly configured friction surface. The first friction element 324a is configured as an anti-rotation friction element. The first friction element 324a is configured to be anti-rotational relative to the backrest frame 38a. The first friction element 324a is fixedly connected to the base 314a. The first friction element 324a is arranged on the inner side of the base 314a. The first friction element 324a is preferably formed on the inner side of the base 314a. The first friction element 324a is configured as a conical friction element. The first friction element 324a is configured as a conical recess. The first friction element 324a constitutes a conical friction surface.

[0076] Friction unit 300a has another first friction element 352a. The other first friction element 352a constitutes a friction surface. The other first friction element 352a is configured as an anti-rotation friction element. The other first friction element 352a is configured to resist rotation relative to the backrest frame 38a. The other first friction element 352a is fixedly connected to the connecting element 308a. The other first friction element 352a is arranged on the inner side of the connecting element 308a. The other first friction element 352a is preferably formed on the inner side of the connecting element 308a. The other first friction element 352a is formed by the receiving area 312a of the connecting element 308a. The other first friction element 352a is also configured as a conical friction element. The other first friction element 352a is also configured as a conical recess. The other first friction element 352a constitutes a conical friction surface.

[0077] Friction unit 300a has a second friction element 326a. The second friction element 326a is fixedly configured with a rotatably supported shaft 302a. The second friction element 326a and the rotatably supported shaft 302a are configured to resist rotation. The second friction element 326a is configured as a conical friction element. The second friction element 326a forms a conical friction surface. The second friction element 326a faces the base 314a. The second friction element 326a faces the first friction element 324a formed by the base 314a. The second friction element 326a is configured as a friction disc with a conical friction surface. The second friction element 326a is configured correspondingly with the first friction element 324a. The second friction element 326a is arranged for frictional contact with the first friction element 324a. The second friction element 326a is preferably configured as a single piece with the rotatably supported shaft 302a. In principle, it is also conceivable that the second friction element 326a is connected to the shaft 302a in a rotation-resistant manner via a connecting device.

[0078] Friction unit 300a has another second friction element 354a. The second friction element 354a is fixedly configured with respect to a rotatably supported shaft 302a. The second friction element 354a and the rotatably supported shaft 302a are configured to resist rotation. The second friction element 354a is configured as a tapered friction element. The second friction element 354a forms a tapered friction surface. The second friction element 354a faces the connecting element 308a. The second friction element 354a faces another first friction element 352a formed by the connecting element 308a. The second friction element 354a is configured as a friction disc with a tapered friction surface. The second friction element 354a is configured correspondingly to the other first friction element 352a. The second friction element 354a is arranged for frictional contact with the other first friction element 352a. The second friction element 354a is preferably a single piece configured with respect to the rotatably supported shaft 302a. In principle, it is also conceivable that another second friction element 354a is connected to the shaft 302a in an anti-rotational manner via a connecting device. The two second friction elements 326a and 354a are preferably constructed together as a single piece with the shaft 302a.

[0079] In principle, it is also conceivable that the friction unit 300a has only one first friction element 324a and one correspondingly configured second friction element 326a. By designing the friction unit 300a with two first friction elements 324a, 352a and two second friction elements 326a, 354a, a large, especially twice-large, friction surface can be advantageously provided. This advantageously increases the force that can be supported by the friction unit 300a. The two friction elements 324a, 326a and the two friction elements 352a, 354a of the friction unit 300a are arranged to be connected to each other in a frictional engagement manner. In the unacted state of the friction unit 300a, the corresponding friction elements 324a, 326a, 352a, 354a of the friction unit 300a are each connected to each other in a force-engaged manner. Through the spring force of the spring elements 322a and 350a of the friction unit 300a, the corresponding friction elements 324a, 326a, 352a, and 354a of the friction unit 300a press against each other. In the unacted state, the friction element 324a, formed by the base 314a, presses against the friction element 326a, which is rotatably supported by the spring elements 322a and 350a of the friction unit 300a. Through the spring force of the spring elements 322a and 350a, another second friction element 354a, which forms the shaft 302a, presses against another first friction element 352a, formed by the connecting element 308a, by the base 314a. The second friction elements 326a and 354a, rigidly connected to the rotatably supported shaft 302a, press against the corresponding first friction elements 324a and 352a via spring elements 322a and 350a in the unacted state of the friction unit 300a, such that the friction elements 324a and 326a and the friction elements 352a and 354a are connected to each other in a frictional engagement manner, and thus the rotatably supported shaft 302a is force-engaged to the base 314a and connecting element 308a, which are anti-rotatably connected to the backrest frame 38a. Thus, the rotatably supported shaft 302a is fixed in a force-engaged manner to prevent rotation in the unacted state and is rigidly connected to the backrest frame 38a. In the unacted state of the friction unit 300a, the rotatably supported shaft 302a is arranged anti-rotatably relative to the pivotable backrest element 36a, and especially the backrest frame 38a.

[0080] By rotating the spacer element 316a out of its neutral position, the base 314a is pressed away from the connecting element 308a. Through the rotation of the spacer element 316a and the resulting axial displacement of the base 314a, the friction element 324a, formed by the base 314a, is lifted from the second friction element 326a, which is rigidly connected to the shaft 302a. Rotating the spacer element 316a out of its neutral position reduces the frictional force between the friction elements 324a, 326a and the friction elements 352a, 354a. Advantageously, rotating the spacer element 316a to the unlocked position releases the frictional engagement between the two friction elements 324a, 326a and the friction elements 352a, 354a in the friction unit 300a. The rotatably supported shaft 302a is released from the neutral position when the spacer element 316a rotates out and the resulting reduced or disengaged frictional engagement between the friction elements 324a, 326a and friction elements 352a, 354a of the friction unit 300a is reduced, and can rotate about its axis of rotation.

[0081] To actuate the friction unit 300a, the locking device has a Bowden cable 150a as an actuating element. The Bowden cable 150a is a transmission element configured to transmit actuating force and actuating motion from the actuating element to the locking device 70a. It is also conceivable, in principle, that the passenger seat assembly has another force transmission element for transmitting the actuating force. The Bowden cable 150a is configured to adjust the locking module 72a from a locked position to an unlocked position. The Bowden cable 150a is configured to adjust the friction unit 300a from an unactuated position to an actuated position. The Bowden cable 150a is configured to rotate the spacer element 316a. The Bowden cable 150a is connected to the spacer element 316a. The spacer element 316a has a form-fitting element 330a on its circumference, which is configured to connect the Bowden cable 150a. The actuating wire of the Bowden cable 150a is connected to the form-fitting element 330a in a form-fitting manner. Preferably, the base 314a has a retaining element 332a to which the Bowden cable sheath is connected. The Bowden cable 150a is connected at its first end to the locking module 80a, specifically to the spacer element 316a of the friction unit 300a. The second end of the Bowden cable 150a is preferably connected to an actuating element (not shown in detail), preferably configured as an actuating button or actuating lever. Actuating force can be transmitted to the Bowden cable 150a via the actuating element, which is then transmitted to the friction unit 300a of the locking module 80a to actuate the friction unit 300a.

[0082] The second locking unit 82a has a base 110a. The base 110a is formed of a flat, elongated body. The base 110a is preferably formed of a light metal. In principle, it is also conceivable that the base 110a is formed of steel. In principle, it is also conceivable that the base 110a is formed of other materials, such as plastic. In the installed state, the base 110a preferably extends from the bearing housing 62a to a height directly below the first locking unit 80a. The base 110a is configured to be rigidly connected to the bearing element 44a in the installed state. The base 110a of the second locking unit 82a is configured for connection with the rotatably supported shaft 302a of the first locking unit 80a.

[0083] The locking module 72a has a connecting transmission device 332a. The connecting transmission device 332a is configured to movably connect the first locking unit 80a and the second locking unit 82a. The connecting transmission device 332a is configured to convert the relative movement of the movable backrest frame 38a with respect to the mounting unit 12a, and especially with respect to the bearing element 44a, in the actuated state of the friction unit 300a, into rotational movement of the rotatably supported shaft 302a. The connecting transmission device 332a is configured to immovably connect the rotatably supported shaft 302a, which is fixed to the first locking unit 80a, to the base 110a of the second locking unit 82a, in the unacted state of the friction unit 300a. The connecting transmission device 332a connects the rotatably supported shaft 302a of the first locking unit 80a to the base 110a of the second locking unit 82a. The connecting transmission device 332a has a first toothed element 334a connected to the shaft 302a. The gear element 334a is configured as a gear. The gear element 334a, configured as a gear, is connected to the shaft 302a in an anti-rotational manner. The gear element 334a, configured as a gear, is connected to the second end of the shaft 302a on the outside of the backrest frame 38a. It is also conceivable, in principle, that the gear element 334a is configured only as a gear segment. The connecting transmission device 332a has a second gear element 336a. The second gear element 336a of the connecting transmission device is rigidly connected to the second locking unit 82a. The second gear element 336a of the connecting transmission device is rigidly connected to the base 110a of the second locking unit 82a. The second gear element 336a constitutes the upper region of the base 110a of the second locking unit 82a. Preferably, the second gear element 336a and the base 110a are a single piece. The second gear element 336a is configured as a gear segment having multiple teeth. The second gear element 336a is formed from the upper end of the base 110a. The second tooth element 336a preferably extends over most of the base 110a, preferably over the entire upper side of the base 110a. The teeth of the second tooth element 336a mesh with the teeth of the first tooth element 334a, which is rigidly connected to the shaft 302a and is configured as a gear.

[0084] In the unacted state of the friction unit 300a, where its shaft 302a is fixed by the friction unit 300a, the first gear element 334a, configured as a gear, cannot run on the second gear element 336a, which is rigidly arranged on the base 110a. The supporting force of the pivotable backrest element 36a is transmitted through the friction unit 300a to the rotatably supported shaft 302a, through the connecting transmission device 332a to the base 110a of the second locking unit 82a, and from there to the mounting unit 12a through the bearing element 44a. In the actuated state of the friction unit 300a, where its shaft 302a is rotatable, the first gear element 334a, configured as a gear, can run on the second gear element 336a, which is rigidly arranged on the base 110a, and the pivotable backrest element 36a can pivot relative to the mounting unit 12a.

[0085] The first gear element 334a, configured as a gear, can be fixed at different positions in the second gear element 336a by means of a friction unit 300a that fixes the rotatably supported shaft 302a. Thus, the pivotable backrest element 36a can be fixed at different intermediate positions relative to the mounting unit 12a.

[0086] In principle, it is also conceivable that the friction unit 300a is arranged on the first locking unit 80a and thus connected to the bearing element 44a. Here, the rotatably supported shaft 302a is also formed by the first locking unit 80a and rotatably supported on the bearing element 44a.

[0087] The second locking unit 82a has a connecting element 118a. The connecting element 118a is anti-rotatably connected to the bearing element 44a in normal operation. The base 110a of the second locking unit 82a is connected to the connecting element 118a. In the installed state, the base 110a is anti-loss mounted on the connecting element 118a. In the installed state, the outer side of the base 110a preferably abuts against the inner side of the connecting element 118a. The connecting element 118a is rigidly connected to the bearing element 44a by a plurality of screws. The connecting element 118a is anti-rotatably connected to the connecting flange of the bearing element 44a by screws.

[0088] The second locking unit 82a has an eccentric adjustment unit 128a. The position of the second locking unit 82a relative to the first locking unit 80a can be adjusted by means of the eccentric adjustment unit 128a. The position of the toothed element 336a of the base 110a of the second locking unit 82a relative to the shaft 302a and the toothed element 334a of the first locking unit 80a connected to the shaft 302a can also be adjusted by means of the eccentric adjustment unit 128a. The eccentric adjustment unit 128a is configured to change the position of the connecting element 118a relative to the base 110a. The base 110a of the second locking unit 82a is connected to the connecting element 118a via the eccentric adjustment unit 128a. The angle of the base 110a relative to the connecting element 118a can be changed by means of the eccentric adjustment unit 128a. The eccentric adjustment unit 128a has a connecting screw 130a, through which the base 110a is connected to the connecting element 118a. The base 110a has an elongated through hole 132a. A through hole 132a extends from the inside to the outside of the base 110a. The through hole 132a has a width slightly larger than the diameter of the threaded shank of the connecting screw 130a. The through hole 132a is configured as an elongated hole. The length of the through hole 132a is preferably at least 5% larger than the diameter of the threaded shank of the connecting screw 130a. The through hole 132a has a settling portion 134a, which is larger than the screw head of the connecting screw 130a. The screw head of the connecting screw 130a is fully disposed in the settling portion 134a of the through hole 132a in the installed state. An eccentric adjustment unit 128a has an eccentric element 136a. The eccentric adjustment unit 128a is connected to the connecting element 118a. The connecting element 118a has a circular receiving portion in which the eccentric element 136a is rotatably and prevented from being lost. The eccentric element 136a has an eccentric through hole 138a. The connecting screw 130a is guided through the eccentric through hole 138a in the installed state. The eccentric adjustment unit 128a has a nut 146a, which connects the connecting screw 130a to the eccentric element 136a. When the base 110a is mounted on the connecting element 118a, the position of the eccentric through hole 138a relative to the base 110a can be changed by rotating the eccentric element 136a in the receiving part of the connecting element 118a. Thus, the angle of the first base 110a relative to the connecting element 118a, and also relative to the bearing element 44a, can be adapted during installation.

[0089] The first locking unit 80a has a locking element 102a. The locking element 102a is arranged in a position-fixed manner relative to the first locking unit 80a. The locking element 102a is formed of or connected to the backrest frame 38a. The locking element 102a is configured to lock the pivotable backrest element 36a in a form-fitting manner in a comfortable position. The locking element 102a is configured to lock the pivotable backrest element 36a in a form-fitting manner in an upright seat position. The locking element 102a is configured as a locking bolt. The locking element 102a is arranged on the outer side 76a of the backrest frame 38a. The locking element 102a is configured to lock the pivotable backrest element 36a in the upright seat position in such a form-fitting manner that further forward movement is impossible. The locking element 102a is configured to lock the pivotable backrest element 36a in the comfortable position in such a form-fitting manner that further backward movement is impossible.

[0090] The second locking unit 82a has a form-fitting element 106a. The form-fitting element 106a is configured to lock the pivotable backrest element 36a in a comfortable position. The form-fitting element 106a is configured to engage with a locking element 102a that is immovably supported by the first locking unit 80a. The form-fitting element 106a of the second locking unit 82a is configured to fix the locking element 102a of the first locking unit 80a in a form-fitting manner to lock the backrest element 36a in a comfortable position. The form-fitting element 106a constitutes an end stop for the pivotable backrest element 36a. The form-fitting element 106a is formed by the end of a groove 108a. The locking element 102a is arranged in the groove 108a in the comfortable position and the upright seat position in the installed state. The base 110a constitutes the form-fitting element 106a of the second locking unit 82a. The groove 108a constituting the form-fitting element 106a is introduced into the inner side of the base 110a. The groove 108a has a curved orientation. The groove 108a opens toward the front side of the base 110a. The end of the groove 108a opposite to the opening on the front side forms a form-fitting element 106a, and the locking element 102a stops against the form-fitting element 106a in a comfortable position.

[0091] The second locking unit 82a has another form-fitting element 104a. The form-fitting element 104a is configured to lock the pivotable backrest element 36a in an upright seat position. The first form-fitting element 104a is configured to be form-fittedly connected to the locking element 102g of the first locking unit 80a. The form-fitting element 104a of the second locking unit 82a is configured to fix the locking element 102a of the first locking unit 80a in a form-fitting manner along a certain direction, thereby locking the pivotable backrest element 36a in an upright seat position. The form-fitting element 104a constitutes a stop element for the locking element 102a. The form-fitting element 104a is formed by a locking element 144a. The locking element 144a is configured to lock the groove 108a constituting the second form-fitting element 106a onto the open front end. The locking element 144a is configured as a locking bolt. In the installed state, the locking element 144a closes the groove 108a forward. The locking element 102a, arranged in the recess 108a, cannot be guided out of the recess 108a. The base 110a has a receiving hole in which the locking element 144a can be arranged. The locking element 144a is arranged in the receiving hole in the installed state. Here, the locking element 144a extends into the recess 108a and locks the recess 108a. The receiving hole in which the locking element 144a is arranged extends laterally to the recess 108a. If the locking element 144a is guided out of the recess 108a, a path is created for the locking element 102a to disengage from the recess 108a. Thus, the pivotable backrest element 36a can be folded forward from the upright seat position. Here, the pivotable backrest element 36a can be folded to the bottom of the seat and entered into an unused position.

[0092] Spring elements 68a and 190a are each identically constructed and equivalently connected to the backrest frame 38a. Therefore, only one spring element 68a and its connection will be described below, whereby this description can be used to illustrate the second spring element 190a. Spring element 68a is configured as a helical spring. Spring element 68a has a helical central region 192a and two spring legs 194a and 196a protruding from the central region 192a. The reset module 66a has a bearing element 198a through which spring element 68a is connected to the backrest frame 38a. Bearing element 198a is configured as a bearing cylinder. Bearing element 198a has a cylindrical side surface on which spring element 68a rests with its helical central region 192a. Spring element 68a surrounds bearing element 198a with its helical central region 192a. Bearing element 198a is fixedly connected to the outside of the lateral frame elements of the backrest frame 38a. Preferably, the bearing element 198a is screwed to the outside of the lateral frame element of the backrest frame 38a via a helical connector. A first spring leg 194a is provided for support on the bearing element 44a. The first spring leg 194a is provided for support on the second locking unit 82a. To support the first spring leg 194a, the reset module 66a has a first support element 200a. The first spring leg 194a is supported on the support element 200a, which is formed by the second locking unit 82a. The support element 200a is preferably formed from the base 86a of the locking unit 82a. A second spring leg 196a is provided for support on the backrest element 36a. The second spring leg 196a is provided for support on the lateral frame element of the backrest frame 38a. The reset module 66a has a second support element 202a for supporting the second spring leg 196a. The second support element 202a is provided for supporting the second spring leg 196a on the backrest frame 38a. The support element 202a is configured as a support bolt, which is fixedly connected to the side surface of the lateral frame element of the backrest frame 38a. Preferably, the support element 202a is positioned by means of a screw connector. The spring element 68a is supported by its spring leg 196a abutting against the support element 202a.

[0093] The first locking module 72a has a force transmission unit 152a that transmits the actuating force applied to the first locking module 72a by the Bowden cable 150a. The passenger seat assembly has a second Bowden cable 154a. The second Bowden cable 154a is configured to transmit the actuating force from the first locking module 72a to the second locking module 74a. The second locking module 72a is connected in series to the first locking module 72a via the second Bowden cable 154a.

[0094] exist Figures 7 to 12Two other embodiments of the invention are illustrated below. The following description and drawings are essentially limited to the differences between the embodiments, wherein, with respect to components with the same name, especially those having the same reference numerals, reference may also be made in principle to the description of the drawings and / or other embodiments, especially... Figures 1 to 6 To distinguish the embodiments, the letter 'a' is appended. Figures 1 to 6 Following the reference numerals in the accompanying drawings of the Chinese embodiments. Figures 7 to 12 In the embodiment, the letter 'a' is replaced by letters 'b' through 'c'.

[0095] Figures 7 to 9 A second embodiment of a passenger seat device according to the present invention is shown.

[0096] The passenger seat assembly includes a backrest 34b. The backrest 34b is pivotally configured. The backrest 34b is configured to pivot between an upright seating position and a comfortable position. The backrest 34b has a pivotable backrest element 36b. The pivotable backrest element 36b is pivotally supported on a mounting unit. The pivotable backrest element 36b can pivot between an upright seating position and a comfortable position. The pivotable backrest element 36b has a backrest frame 38b. The backrest frame 38b constitutes the support structure of the pivotable backrest element 36b. The backrest frame 38b constitutes the support element of the pivotable backrest element 36b. The passenger seat assembly is configured substantially the same as in the first embodiment.

[0097] The passenger seat assembly includes a reset module 66b, not shown in detail in the figures. The reset module 66b is configured to reset the backrest 34b from a comfortable position to an upright seat position. The reset module 66b is also configured to reset the backrest 34b from its pivoted seat position to an upright seat position. The reset module 66b is configured to provide a reset force to reset the backrest 34b, particularly to reset the pivotable backrest element 36b. The reset module 66b has a first spring element 68b to provide the reset force. The reset module 66b has a second spring element 190b to provide the reset force. The spring elements 68b and 190b are each arranged on one side of the backrest frame 38b. The spring elements are configured identically to those in the first embodiment and are therefore not shown in detail here.

[0098] The passenger seat assembly includes a locking device 70b. The locking device 70b is configured to lock the backrest 34b in its upright seat position and its comfortable position. The locking device 70b is configured to lock the pivotable backrest element 36b in a form-fitting manner in the upright seat position. The locking device 70b is configured to lock the pivotable backrest element 36b in a form-fitting manner in the comfortable position.

[0099] Locking device 70b is configured to steplessly lock the pivotable backrest element 36b between a comfortable position and an upright seat position. Locking device 70b is configured to fix the pivotable backrest element 36b in any position between the comfortable position and the upright seat position. Locking device 70b is configured to fix the pivotable backrest element 36b in any desired intermediate position by friction engagement. Locking device 70b is separately configured from the spring elements 68b and 190b of reset module 66b.

[0100] The locking device 70b has a first locking module 72b. The first locking module 72b is arranged on the left side of the pivotable backrest element 36b. The locking device 70b also has a second locking module 74b. The second locking module 74b is arranged on the right side of the pivotable backrest element 36b. The two locking modules 72b and 74b are together used to lock the backrest 34b, and especially the pivotable backrest element 36b. The two locking modules 72b and 74b of the locking device 70b are substantially identical in configuration.

[0101] Locking module 72b has a first locking unit 80b. The first locking unit 80b is configured to be fastened to the pivotable backrest element 36b. Locking module 72b has a second locking unit 82b. The second locking unit 82b is configured to be mounted on a bearing element 44b (not shown in detail) in a loss-proof manner.

[0102] The locking module 72b has a friction unit 300b. The friction unit 300b is configured to provide a retaining force for steplessly locking the pivotable backrest element 36b. The friction unit 300b is configured to force-fit the pivotable backrest element 36b into a specific position. The friction unit 300b is configured to force-fit the pivotable backrest element 36b through friction engagement in an upright seat position, a comfortable position, and any desired intermediate position.

[0103] The first locking unit 80b has a rotatably supported shaft 302b. The rotatably supported shaft 302b is arranged on a pivotable backrest element 36b. The rotatably supported shaft 302b is rotatably supported on a backrest frame 38b. The rotatably supported shaft 302b is oriented in a direction transverse to the backrest frame 38b. In the installed state, the rotatably supported shaft 302b extends from the outer side 76b of the backrest frame 38b to the inner side of the backrest frame 38b. The rotatably supported shaft 302b extends through the backrest frame 38b. The backrest frame 38b has a bearing housing 304b. The bearing housing 304b is configured as a through hole in the backrest frame 38b. The friction unit 300b is configured to force-fit the rotatably supported shaft 302b to prevent rotation, thereby force-fitting and locking the pivotable backrest element 36b.

[0104] The friction unit 300b has a connecting element 308b. The connecting element 308b is configured to connect directly to the inside of the backrest frame 38b. The connecting element 308b preferably has two fastening holes through which it can be connected to the backrest frame 38b, preferably by means of a screw connector or a rivet connector. The connecting element 38b has a central receiving area 312b and a through hole through which a rotatably supported shaft 302b is guided. Unlike the first embodiment, the receiving area 312b is configured as a spring receiving portion.

[0105] The friction unit 300b has a base 314b. The base 314b is configured as a mating retainer. The base 314b is configured to be connected to the connecting element 308b. Unlike the first embodiment, the base 314b and the connecting element 308b are rigidly and immovably connected. The base 314b is provided for supporting a rotatably supported shaft 302b. The base 314b has a bearing housing portion 328b. The bearing housing portion 328b is configured as a through hole.

[0106] Friction unit 300b has a first friction element 324b. The first friction element 324b is fixedly connected to the connecting element 308b. Friction unit 300b has a spring element 342b. The spring element 342b is configured differently from the spring element of the friction unit in the first embodiment. The spring element 342b is configured as a helical spring. The spring element 342b configured as a coiled spring constitutes the first friction element 324b. The inner side of the spring element 342b configured as a helical spring constitutes the first friction element 324b of friction unit 300b. Friction unit 300b has another friction element 356b, which is rigidly connected to the connecting element 308a. The other friction element 356b is constituted by the connecting element 308b. The other friction element 356b is formed by a storage region 312b of the connecting element 308b, which is configured as a spring storage region. The storage region 312b is formed by the side surface of a cylindrical spring storage region. The friction element 324b, which is configured as a coiled spring, is arranged to make frictional contact with another friction element 356b, which is composed of a receiving area 312b.

[0107] Friction unit 300b has a second friction element 326b. The second friction element 326b is fixedly configured with a rotatably supported shaft 302b. The second friction element 326b and the rotatably supported shaft 302b are configured to resist rotation. The second friction element 326b and the shaft 302b are a single piece. The shaft 302b has a sub-region 344b in which the shaft 302b has a diameter that is thicker than the rest of the region. The sub-region 344b of the shaft 302b constitutes the second friction element 326b of friction unit 300b. A first friction element 324b, configured as a spring element 342b, is configured to be frictionally connected to another friction element 356b, configured as a connecting element 308b, and to the second friction element 326b, configured as a frictional connection with the sub-region 344b of the shaft 302b. In the unactivated state of friction unit 300b, the first friction element 324b, composed of spring element 342b, is force-fitted to another friction element 356b, composed of connecting element 308b, and also force-fitted to the second friction element 326b, composed of a sub-region 344b of shaft 302b in friction unit 300b. In the unactivated state, the spring element 342b presses its inner side against the side surface of the sub-region 344b of shaft 302b forming the second friction element 326b, thereby connecting the two friction elements 324b and 326b to each other in a frictional fit. In the unactivated state, the spring element 342b presses its inner side against the side surface of the connecting region 312b, which constitutes the other friction element 356b, thereby connecting the two friction elements 324b and 356b to each other in a frictional fit. In the unacted state, the rotatably supported shaft 302b and connecting element 308h are directly anti-rotatably connected to each other via frictional engagement through spring element 342b. Spring element 342b, forming the first friction element 324b, is anti-rotatably connected to the shaft 302b via a second friction element 326b and anti-rotatably connected to the connecting element 308b via another friction element 356b. In the actuated state, spring element 342b rotates and thus releases from the side surface of shaft 302b with its inner side, thereby reducing the frictional force between the first friction element 324b and the second friction element 326b, and between the first friction element 324b and the other friction element 356b, and releasing the frictional engagement.

[0108] A spring element 342b, configured as a helical spring, is connected to a connecting element 308b in an anti-rotational manner. The spring element 342b is fixedly connected to the connecting element at its first end. The friction unit 300b has an actuating element 346b. The actuating element 346b is configured to rotate to actuate the spring element 342b. The actuating element 346b is rotatably supported by a base 314b. The spring element 342b is fixedly connected to the actuating element 346b at its second end. By rotating the actuating element 346b, the spring element 342b can be adjusted from its unacted state to its actuated state. By rotating the actuating element 346b out of its neutral position, the frictional force between the friction elements 234b and 236b is reduced. Advantageously, when the actuating element 346b is rotated to the unlocked position, the frictional engagement between the two friction elements 324b and 326b of the friction unit 300b is released. The rotatably supported shaft 302b is released from the neutral position when the actuating element 346b rotates out and in the resulting reduced or disengaged frictional engagement between the friction elements 324b and 326b of the friction unit 300, and can rotate about its axis of rotation.

[0109] To actuate the friction unit 300b, the locking device has a Bowden cable 150b as an actuating element. The Bowden cable 150b is a transmission element configured to transmit actuating force and actuating motion from the actuating element to the locking device 70b. The Bowden cable 150b is configured to adjust the locking module 80b from a locked position to an unlocked position. The Bowden cable 150b is configured to rotate the actuating element 346b. The Bowden cable 150b is connected to the actuating element 346b. The actuating element 346b has a form-fitting element 330b on its circumference, which is configured to connect the Bowden cable 150b.

[0110] The second locking unit 82b has a base 110b. The base 110b is formed of a flat, elongated body. The locking module 72b has a connecting transmission device 332b. The connecting transmission device 332b is configured to movably connect the first locking unit 80b and the second locking unit 82b. The connecting transmission device 332b is configured to convert the relative movement of the movable backrest frame 38b with respect to the mounting unit 12b, and especially with respect to the bearing element 44b, in the actuated state of the friction unit 300b into the rotational movement of the rotatably supported shaft 302b. The connecting transmission device 332b has a first tooth element 334b, which is connected to the shaft 302b. The tooth element 334b ​​is configured as a gear. The connecting transmission device 332b has a second tooth element 336b. The second tooth element 336b of the connecting transmission device 332b is rigidly connected to the second locking unit 82b. The second tooth element 336b of the connecting transmission device 332b is rigidly connected to the base 110b of the second locking unit 82b. The second tooth element 336b is configured as a gear segment having multiple teeth. The second tooth element 336b is formed from the upper end of the base 110b. The second locking unit 82b, the connecting transmission device 332b, and the eccentric adjustment unit 128b are configured substantially the same as in the first embodiment and therefore will not be described in detail here.

[0111] Figures 10 to 12 A third embodiment of a passenger seat device according to the present invention is shown.

[0112] The passenger seat assembly includes a backrest 34c. The backrest 34c is pivotally configured. The backrest 34c is configured to pivot between an upright seating position and a comfortable position. The backrest 34c has a pivotable backrest element 36c. The pivotable backrest element 36c is pivotally supported on a mounting unit. The pivotable backrest element 36c can pivot between an upright seating position and a comfortable position. The pivotable backrest element 36c has a backrest frame 38c. The backrest frame 38c constitutes the support structure of the pivotable backrest element 36c. The backrest frame 38c constitutes the support element of the pivotable backrest element 36c. The passenger seat assembly is configured substantially the same as in the first embodiment.

[0113] The passenger seating arrangement includes a reset module 66c, not shown in detail in the figures. The reset module 66c is configured to reset the backrest 34c from a comfortable position to an upright seat position. The reset module 66c is configured to reset the backrest 34c from its pivoted seat position to an upright seat position. The reset module 66c is configured to provide a reset force to reset the backrest 34c, particularly to reset the pivotable backrest element 36c. The reset module 66c has a first spring element (not shown in detail) to provide the reset force. The reset module 66c has a second spring element (not shown in detail) to provide the reset force. Each spring element is arranged on one side of the backrest frame 38c. The spring elements are preferably configured the same as in the first embodiment and are therefore not shown in detail here. It is also conceivable, in principle, that these spring elements are arranged in other ways that would be reasonable to those skilled in the art, or that the reset module 66c has only one spring element. It is also conceivable, in principle, that these spring elements or a single spring element of the reset module are configured as a gas spring or a mechanical lock.

[0114] The passenger seat assembly includes a locking device 70c. The locking device 70c is configured to lock the backrest 34c in its upright seat position and its comfortable position. The locking device 70c is configured to lock the pivotable backrest element 36c in the upright seat position in a form-fitting manner. The locking device 70c is configured to lock the pivotable backrest element 36c in the comfortable position in a form-fitting manner.

[0115] Locking device 70c is configured to steplessly lock the pivotable backrest element 36c between a comfortable position and an upright seat position. Locking device 70c is configured to fix the pivotable backrest element 36c to any desired position between the comfortable position and the upright seat position. Locking device 70c is configured to fix the pivotable backrest element 36c to any desired intermediate position by friction engagement. Locking device 70c is separately configured from the spring element of reset module 66c.

[0116] The locking device 70c has a first locking module 72c. The first locking module 72c of the locking device 70c is arranged on the left side of the pivotable backrest element 36c. The locking device 70c has a second locking module 74c. The second locking module 74c of the locking device 70c is arranged on the right side of the pivotable backrest element 36c. The two locking modules 72c and 74c of the locking device 70c are configured to lock the backrest 34c, and in particular the pivotable backrest element 36c. The two locking modules 72c and 74c of the locking device 70c are substantially identical. Therefore, only one locking module 72c will be described in detail below, while the description of the other locking module 72c can be made with reference to this specification.

[0117] Locking module 72c has a first locking unit 80c. The first locking unit 80c is configured to be fastened to the pivotable backrest element 36c. Locking module 72c has a second locking unit 82c. The second locking unit 82c is configured to be mounted on a bearing element 44c (not shown in detail) in a loss-proof manner.

[0118] Locking module 72c has a friction unit 300c. The friction unit 300c is configured to provide a retaining force for steplessly locking the pivotable backrest element 36c. The friction unit 300c is configured to force-fit the pivotable backrest element 36c into a position. The friction unit 300c is configured to force-fit the pivotable backrest element 36c into an upright seat position, a comfortable position, and any desired intermediate position via friction. The friction unit 300c is preferably arranged on a first locking unit 80c of locking module 72c. The friction unit 300c is part of the first locking unit 80c. The friction unit 300c is connected to the backrest frame 38c.

[0119] Unlike other embodiments, the first locking unit 80c is at least partially integrated into the backrest frame 38c. The first locking unit 80c is partially arranged within the backrest frame 38c. Sub-regions of the locking unit 80c are arranged within the backrest frame 38c. Thus, the first locking unit 80c can be integrated and connected to the backrest frame 38c in a particularly compact and space-saving manner. The first locking unit 80c is partially inserted into the backrest frame 38c on its inner side. The backrest frame 38c has a storage area 400c in which the first locking unit 80c with sub-regions is arranged. The storage area 400c extends between a first wall 402c and a second wall 404c of the backrest frame 38c. The first wall 402c is configured as an inner wall. The second wall 404c is configured as an outer wall. It is also conceivable, in principle, that the outer wall is configured as the first wall 402c and the inner wall as the second wall 404c. Wall 402c has a receiving hole 406c. The first locking unit 80c is inserted into the receiving area 400c in the backrest frame 38c through the receiving hole 406c. The receiving hole 406c has a circular cross-section. Alternatively, it is conceivable that the receiving hole 406c has a non-circular cross-section. A bearing receiving portion 304c, coaxially arranged with the receiving hole 406c, is introduced into wall 404c. The bearing receiving portion 304c is configured as a circular through hole. A bearing bushing 306c is arranged in the bearing receiving portion 304c.

[0120] The first locking unit 80c has a first housing element 408c. The housing element 408c is configured as a connecting element 308c, through which the friction unit 300c can be connected to the backrest frame 38c. The housing element 408c is fixedly connected to the backrest frame 38c. The housing element 408c is configured as a hollow cylinder. The hollow cylinder housing element 408c has an outer diameter slightly smaller than the receiving hole 406c in the backrest frame 38c. The hollow cylinder housing element 408c has a first sub-region 410c. The first sub-region 410c faces a first end of the housing element 408c. In the installed state, the housing element 408c is arranged in the receiving area 400c of the backrest frame 38c with the first sub-region 410c. The hollow cylinder housing element 408c has a second sub-region 412c. The second sub-region 412c faces a second end of the housing element 408c. In the installed state, housing element 408c protrudes from the storage area 400c of backrest frame 38c via a second sub-region 412c. The housing element 408c, configured as a hollow cylinder, has an axial wall 414c at its first end. A storage hole 416c is arranged in the axial wall 414c. The storage hole 416c preferably has a non-circular cross-section. The storage hole 416c preferably has a rectangular cross-section. The storage hole 416c is centrally located in the axial wall 414c. The storage hole 416c is coaxial with the central axis of the hollow cylindrical housing element 408c. The hollow cylindrical housing element 408c is configured to open at its second end. The hollow cylindrical housing element 408c does not have an axial wall at its second end. The housing element 408c has a flange 418c. The flange 418c is arranged on the outer sheath of the hollow cylindrical housing element 408c. Flange 418c and housing element 408c are a single piece. Flange 418c is located on the end of the first sub-region 412c facing the first sub-region 410c. In the installed state, flange 418c is positioned just outside the storage area 400c of the backrest frame 38c. Flange 418c has a resting surface, which flange 416c uses to abut against the wall 402c of the backrest frame 38c in the installed state. Housing element 408c is fixedly connected to the backrest frame 38c via flange 418c. Preferably, housing element 408c is fixedly connected to the backrest frame 38c via flange 418c through a screw connector. In principle, it is also conceivable that housing element 408c is connected to the backrest frame 38c via flange 418c by means of a rivet connector. For connection to the backrest frame 38c, flange 418c has at least two connection holes.

[0121] The first locking unit 80c has a rotatably supported shaft 302c. The rotatably supported shaft 302c is arranged on a pivotable backrest element 36c. The rotatably supported shaft 302c is rotatably supported on a backrest frame 38c. The rotatably supported shaft 302c is oriented transversely to the backrest frame 38c. In the installed state, the rotatably supported shaft 302c extends from the outside through the wall 404c and through the wall 402c to the inside of the backrest frame 38c. The rotatably supported shaft 302c extends through the backrest frame 38c. The shaft 302c extends through the bearing housing 304c. The friction unit 300c is configured to force-fit the rotatably supported shaft 302c to prevent rotation, thereby force-fitting and locking the pivotable backrest element 36c.

[0122] A rotatably supported shaft 302c extends through a housing element 408c in the installed state. The rotatably supported shaft 302c is arranged within the internal space of the housing element 408c, which is configured as a hollow cylinder. The rotatably supported shaft 302c is rotatably supported within the housing element 408c, which is configured as a hollow cylinder. A first locking unit 80c has a bearing element 420c to support the shaft 302c. The bearing element 420c is configured as a bearing insert. The bearing element 420c, configured as a bearing insert, is arranged to be inserted into the housing element 408c, which is configured as a hollow cylinder. The bearing element 420c is preferably mounted in the housing element 408c in an anti-rotational manner. The bearing element 420c has a basic cylindrical shape with a central through-bearing bore. In the installed state, the shaft 302c extends through the through-bearing bore and is rotatably supported within it. The bearing element 420c is configured as a hollow cylinder. Shaft 302c is rotatably supported in a through bearing bore of bearing element 420c via bearing bushing 424c. Bearing element 420c has an axial wall on a first side. A form-fitting element 422c is formed on the axial wall of bearing element 420c. Form-fitting element 422c is configured as a protrusion. Form-fitting element 422c is configured as a non-circular protrusion. Form-fitting element 422c has a rectangular cross-section. Form-fitting element 422c is configured corresponding to a receiving hole 416c in housing element 408c. Form-fitting element 422c is configured to engage with the receiving hole 416c of housing element 408c. Bearing element 420c is anti-rotatably connected to housing element 408c via form-fitting element 422c. Bearing element 420c has a side surface 426c, which, in the installed state, is arranged spaced apart from the inner sleeve of the housing, which is configured as a hollow cylinder. The side surface 426c forms the spring storage area.

[0123] Friction unit 300c has a first friction element 324c. The first friction element 324c is fixedly connected to the connecting element 308c. Friction unit 300c has a spring element 342c. Spring element 342c is configured as a helical spring. Spring element 342c is configured as a coiled spring. Spring element 342c configured as a coiled spring constitutes the first friction element 324c. The inner side of spring element 342c configured as a helical spring constitutes the first friction element 324c of friction unit 300c.

[0124] Friction unit 300c has another friction element 356c, which is rigidly connected to housing element 408c. The other friction element 356c is composed of bearing element 420c, which is connected to housing element 408c in an anti-rotational manner. The other friction element 356c is formed from the side surface of connecting element 308c, which is configured as a spring-receiving area. The other friction element 356c is formed from the side surface of cylindrical bearing element 420c. Friction element 324c, configured as spring element 424c, is arranged to make frictional contact with the other friction element 356c, which is formed by side surface 426c.

[0125] Friction unit 300c has a second friction element 326c. The second friction element 326c is fixedly configured with a rotatably supported shaft 302c. The second friction element 326c and shaft 302c are a single piece. Shaft 302c has a sub-region 344c in which the shaft 302c has a diameter that is thicker than the rest of the portion in the region. The sub-region 344c of shaft 302c constitutes the second friction element 326c of friction unit 300c. A first friction element 324c, configured as a spring element 342c, is connected in a frictional engagement with another friction element 356c, configured as a bearing element 420c, and also in a frictional engagement with the second friction element 326c, configured as a sub-region 344c of shaft 302c. In the unactivated state of friction unit 300c, the first friction element 324c, composed of spring element 342c, is force-fitted to another friction element 356c, composed of bearing element 420c, and force-fitted to the second friction element 326c, composed of a sub-region 344c of shaft 302c, of friction unit 300c. In the unactivated state, the shaft 302c, rotatably supported by spring element 342c, is directly anti-rotatably connected to each other via bearing element 420c through frictional fit. The spring element 342c forming the first friction element 324c is anti-rotatably connected to shaft 302c through second friction element 326c in frictional fit, and anti-rotatably connected to bearing element 420c and thus to housing element 408c through another friction element 356c in frictional fit. In the actuated state, the spring element 342c rotates and thus releases from the side surface of the shaft 302c with its inner side, thereby reducing the frictional force between the first friction element 324c and the second friction element 326c and between the first friction element 324c and the other friction element 356c, and releasing the frictional engagement.

[0126] The first locking unit 80c has a second housing element 428c. The second housing element 428c is configured to close the internal space formed by the first housing element 408c. The second housing element 428c is preferably rotatably supported relative to the first housing element 408c. The second housing element 428c is configured as a hollow cylinder with an axial wall. The second housing element 428c has an inner diameter that substantially corresponds to the outer diameter of the first housing element 408c in its second sub-region 412c. The second housing element 428c is rotatably supported on the second sub-region 412c of the first housing element 408c by its inner sheath. The second housing element 428c is slidably and rotatably supported on the second sub-region 412c of the first housing element 408c. The housing element 428c has a plurality of spring receiving holes 430c in its axial wall. A spring element 342c is arranged in one of the spring receiving holes 430c in a form-fit manner with one end therein. Spring element 342 is anti-rotatably connected to second housing element 428c via spring receiving hole 430c. Spring element 342c, configured as a helical spring, is anti-rotatably connected to second housing element 428c. Friction unit 300c has an actuating element 346c. Actuating element 346c is configured to rotate to actuate spring element 342c. Actuating element 346c is rotatably supported by first housing element 408c. Actuating element 346c is formed from second housing element 428c. Spring element 342c is fixedly connected to actuating element 346c at its second end, i.e., fixedly connected to second housing element 428c. Spring element 342c is fixedly connected to first housing element 408c at its first end. By rotating actuating element 346c, i.e., second housing element 428c, spring element 342c can be adjusted from its unacted state to its actuated state. By rotating the actuating element 346c, i.e., the second housing element 428c, out of its neutral position, the frictional force between the friction elements 234c and 236c is reduced. Advantageously, when the second housing element 428c, i.e., the actuating element 346c, is rotated to the unlocked position, the frictional engagement between the two friction elements 324c and 326c of the friction unit 300c is eliminated.

[0127] To actuate the friction unit 300c, the locking device 70c has a Bowden cable 150c as an actuating device. The Bowden cable 150c is a transmission element configured to transmit actuating force and actuating motion from the actuating element to the locking device 70c. The Bowden cable 150c is configured to adjust the locking module 80c from a locked position to an unlocked position. The Bowden cable 150c is configured to rotate the actuating element 346c, i.e., the second housing element 428c. The Bowden cable 150c is connected to the second housing element 428c. The second housing element 428c has a Bowden cable fastening element 432c on its outer sheath. The Bowden cable of the Bowden cable 150c is hooked onto the Bowden cable fastening element 432c in the installed state. The Bowden cable sheath of the Bowden cable 150c is fastened to the first housing element 408c in the installed state. The flange 418c of the first housing element 408c has a Bowden cable sheath fastening element 434c. Bowden cable sheaths are secured to Bowden cable sheath fastening element 434c in the installed state.

[0128] The second locking unit 82c has a base 110c. The base 110c is formed of a flat, elongated body. The locking module 72c has a connecting transmission device 332c. The connecting transmission device 332c is configured to movably connect the first locking unit 80c and the second locking unit 82c. The connecting transmission device 332c is configured to convert the relative motion of the movable backrest frame 38c with respect to the mounting unit, especially with respect to the bearing element, in the actuated state of the friction unit 300c into the rotational motion of the rotatably supported shaft 302c. The connecting transmission device 332c has a first tooth element 334c, which is connected to the shaft 302c. The tooth element 334c is configured as a gear. The connecting transmission device 332c has a second tooth element 336c. The second tooth element 336c of the connecting transmission device 332c is rigidly connected to the second locking unit 82c. The second tooth element 336c of the connecting transmission device 332c is rigidly connected to the base 110c of the second locking unit 82c. The second tooth element 336c is configured as a gear segment having multiple teeth. The second tooth element 336c is formed from the upper end of the base 110c. The second locking unit 82c, the connecting transmission device 332c, and the eccentric adjustment unit 128c are configured substantially the same as in the first embodiment and therefore will not be described in detail here.

[0129] Figure Labels

[0130] 10 passenger seats, 78 outer sides

[0131] 12 mounting units 80 locking units

[0132] 14 passenger seats, 82 locking units

[0133] 16 passenger seats, 86 base units

[0134] 18 seat legs

[0135] 20 Seat Foot 102 Locking Element

[0136] 22 cabin bottom 104 shape fitting element

[0137] 24 lateral carriers 106 shape-fitting components

[0138] 26 Seat Structural Components 108 Grooves

[0139] 28 Seat Structural Components 110 Base

[0140] 30 Seating Area 118 Connecting Components

[0141] 32 backrest components and 128 eccentric adjustment units

[0142] 34 backrest 130 connecting screws

[0143] 36 pivotable backrest elements, 132 through holes

[0144] 38 Backrest Frame 134 Settlement Section

[0145] 40-shell element 136 eccentric element

[0146] 42 bearing elements, 138 through holes

[0147] 44 bearing components 144 locking components

[0148] 46 bearing components 146 nuts 48

[0150] 50 rotating axis 150 Bowden cable

[0151] 62 bearing storage section, 152 force transmission units

[0152] 64 bearing bushing 154 Bowden cable

[0153] 66 Reset Module 190 Spring Element

[0154] 68 spring element 192 middle area

[0155] 70 locking device 194 spring legs

[0156] 72 locking modules, 196 spring legs

[0157] 74 Locking Module 198 Bearing Components

[0158] 76 outer 200 support elements

[0159] 202 Support element 346 Actuating element

[0160] 348 threaded bushing

[0161] 300 friction unit, 350 spring element

[0162] 302 shaft 352 friction element

[0163] 304 bearing housing and 354 friction element

[0164] 306 bearing bushing, 356 friction element

[0165] 308 Connecting Components

[0166] 310 fastening holes, 400 storage area

[0167] 312 Storage Area 402 Wall

[0168] 314 base 404 wall

[0169] 316 spacer element, 406 storage hole

[0170] 318 groove 408 housing element

[0171] 320 Connecting Element 410 Sub-region

[0172] 322 spring element 412 sub-region

[0173] 324 friction element 414 axial wall

[0174] 326 friction element, 416 storage hole

[0175] 328 bearing housing section 418 flange

[0176] 330 form-fitting components 420 bearing components

[0177] 332 Connecting transmission device 422 Shape-fitting element

[0178] 334 tooth element 424 bearing bushing

[0179] 336-tooth element, 426 side surface

[0180] 338 Fastening Hole 428 Housing Component

[0181] 340 Connecting Components 430 Spring Reception Hole

[0182] 342 Spring Element 432 Bowden Cable Fastening Element

[0183] 344 Sub-area 434 Bowden Cable Sheath Fastening Components

Claims

1. A passenger seating arrangement having a mounting unit (12a; 12b) for mounting on a mounting plane, two seating structure elements (26a, 28a; 26b, 28b) each arranged on one side of a seating area (30a), two bearing elements (44a, 46a; 44b, 46b), wherein, Each bearing element (44a, 46a; 44b, 46b) is fixedly connected to one of the seat structural elements (26a, 28a; 26b, 28b); a backrest (34a; 34b; 34c) having at least one pivotable backrest element (36a; 36b; 36c) pivotally supported on the seat structural elements (26a, 28a; 26b, 28b) via the bearing elements (44a, 46a; 44b, 46b); at least one reset module (66a; 66b; 66c) having at least one spring element (68a; 68b) for providing a reset force to reset the pivotable backrest element (36a; 36b) from a comfortable position to an upright seat position. And a locking device (70a; 70b) separately configured from the spring element (68a; 68b) of the reset module (66a; 66b; 66c), the locking device (70a; 70b) being configured to lock the pivotable backrest element (36a; 36b) at least in the upright seat position and having at least one locking module (72a, 74a; 72b, 74b) arranged between the first seat structural element (26a, 28a; 26b, 28b) and the carrier element (42a; 42b) of the pivotable backrest element (36a; 36b), characterized in that the locking device (70a; 70b; 70c) is configured to steplessly lock the pivotable backrest element (36a; 36b; 36c) between the comfortable position and the upright seat position.

2. The passenger seating arrangement of claim 1, wherein, The at least one locking module (72a, 74a; 72b, 74b; 72c; 74c) has a friction unit (300a; 300b; 300c) configured to provide a holding force for steplessly locking the pivotable backrest element (36a; 36b; 36c).

3. A passenger seating arrangement according to claim 1 or 2, characterised in that, The locking module (72a, 74a; 72b, 74b; 72c; 74c) has two locking units (80a, 82a; 80b, 82b; 80c; 82c) that are movably supported by each other, wherein one of the locking units (80a; 80b; 80c) is connected to one of the seat structural elements (26a, 28a; 26b, 28b), and the other locking unit is connected to the support element (42a; 42b) of the pivotable backrest element (36a; 36b; 36c).

4. A passenger seating arrangement according to any one of the preceding claims, wherein, One of the locking units (82a; 82b; 82c) of the locking module (72a, 74a; 72b, 74b; 72c; 74c) has: a rotatably supported shaft (302a; 302b; 302c) configured to rotate during pivoting of the pivotable backrest element (36a; 36b; 36c); and a friction unit (300a; 300b; 300c) configured to force-fit the rotatably supported shaft (302a; 302b; 302c) to prevent rotation, thereby locking the pivotable backrest element (36a; 36b; 36c).

5. The passenger seating arrangement of claim 4, wherein, One of the locking units (80a; 80b) of the locking modules (72a, 74a; 72b, 74b) has a base (110a; 110b), wherein the locking modules (72a, 74a; 72b, 74b) have a connecting transmission device, the base (110a; 110b) being connected via the connecting transmission device to the rotatably supported shaft (302a; 302b) of the other locking unit (82a; 82b), and the connecting transmission device being configured to transmit the pivoting movement of the pivotable backrest element (36a; 36b) to the rotatably supported shaft (302a; 302b).

6. The passenger seating arrangement of claim 5, wherein, The connecting transmission device has a gear element (334a; 334b) rigidly connected to the rotatably supported shaft (302a; 302b; 302c) and a gear element (336a; 336b) rigidly connected to the base (110a; 110b). The gear element (336a; 336b) rigidly connected to the base (110a; 110b) engages in a meshing manner with the gear element (334a; 334b) connected to the shaft (302a; 302b; 302c).

7. A passenger seating arrangement according to any preceding claim, wherein, The at least one locking module (72a, 74a; 72b, 74b; 72c, 74c) has a friction unit (300a; 300b; 300c), the friction unit (300a; 300b; 300c) having a first friction element (324a; 324b; 324c) and a shaft (302) rotatably supported by the locking module (72a, 74a; 72b; 74b; 72c, 74c). A second friction element (326a; 326b; 326c) and at least one spring element (322a; 342b; 342c) are connected to provide a holding force, wherein the at least one spring element (322a; 342b; 342c) presses the two friction elements (324a, 326a; 324b, 326b; 342c, 326c) against each other in an unactuated state.

8. The passenger seating arrangement of claim 7, wherein, The two friction elements (324a, 326a) are configured as conical friction elements corresponding to each other, wherein the friction unit (300a) has a spacer element (316a), which is rotatably configured to change the friction force and / or spacing between the two friction elements (324a, 326a).

9. A passenger seating arrangement according to claim 7 or 8, characterised in that, One of the friction elements (326a) is configured as an axially movable conical friction element, which is preferably a single piece of the rotatably supported shaft (302a) of the locking module (70a).

10. The passenger seating arrangement of claim 8, wherein, The friction unit (300a; 300b) has a base (314a; 314b), wherein the spring element (322a; 342b) is arranged between the base (314a; 314b) and the spacer element (316a).

11. The passenger seating arrangement of claim 7, wherein, The first friction element (324b) of the friction unit (300b) is configured as the inner surface of a spring element (342a) in the form of a helical spring of the friction unit (300a), and the second friction element (326b) of the friction unit (300b) is configured as the side surface of a sub-region (344b) of the rotatably supported shaft (302b) of the locking module (72a, 74a; 72b, 74b).

12. The passenger seat device according to claim 3, characterized in that, The first locking unit (80a; 80b; 80c) is mounted on the pivotable backrest element (36a; 36b; 36c) in an anti-loss manner in the installed state, and the second locking unit (82a; 82b; 82c) is mounted on the bearing element (44a, 46a; 44b, 46b) in an anti-loss manner.

13. The passenger seat device according to claim 12, characterized in that, The second locking unit (82a; 82b) has a form-fitting element (106a; 106b) that forms an end stop for the pivotable backrest element (36a; 36b) in the comfortable position, and the first locking unit (80a; 80b) has a locking element (102a; 102b) that is configured to lock the pivotable backrest element (36a; 36b) in the comfortable position by form-fitting connection with the form-fitting element (106a; 106b) of the second locking unit (82a; 82b).

14. The passenger seat device according to claim 12, characterized in that, The second locking unit (82a; 82b) has an eccentric adjustment unit (128a; 128b) through which the positions of the two locking units (80a, 82a; 80b, 82b) relative to each other can be adjusted.

15. The passenger seat device according to any one of the preceding claims, characterized in that, The locking devices (70a; 70b) are mostly arranged above the bearing elements (44a, 46a; 44b, 46b).

16. The passenger seat device according to any one of the preceding claims, characterized in that, The locking device (70a; 70b; 70c) has a second locking module (74a; 74b; 74c), which is arranged on the side of the pivotable backrest element (36a; 36b; 36c) opposite to the first locking module (72a; 72b; 72c) and is substantially identical in configuration to the first locking module (72a; 72b; 72c).

17. The passenger seat device according to claim 13, characterized in that, The second locking module (74a; 74b) can be actuated together with the first locking module (72a; 72b) via Bowden cable (150a; 150b), wherein the second locking module (74a; 74b) is connected in series with the first locking module (72a; 72b).

Images