Passive pneumatic support system for an aircraft seat

Abstract

This invention relates to the field of aircraft seat technology, specifically to a passive aerodynamic support system for aircraft seats, comprising: an air storage chamber; a deformable airbag; a gas channel; and a mechanical locking structure. When the external ambient air pressure decreases, gas flows from the air storage chamber into the deformable airbag through the gas channel, causing the deformable airbag to change its volume and shape. The beneficial effects of this invention are: the passive aerodynamic support system proposed in this application achieves support without external energy by utilizing the changes in the air pressure of the external environment where the aircraft seat is located. The passive aerodynamic support system of this application avoids the weight, energy consumption, and reliability problems caused by motors, pumps, and complex control units in traditional active adjustment schemes. Through the differentiated expansion capabilities of the deformable airbag and the air storage chamber, the system can passively respond to the natural decrease in cabin air pressure during flight, automatically adjusting the contact relationship between the occupant and the seat, thereby improving passenger comfort.

Description

Technical Field

[0001] This invention belongs to the field of aircraft seats, and specifically relates to a passive aerodynamic support system for aircraft seats. Background Technology

[0002] With the increasing popularity of air travel, passengers' demands for the comfort of aircraft seats continue to rise. At the same time, the aviation industry's requirements for lightweight design, low energy consumption, and high reliability have placed higher standards on seat comfort adjustment systems. Currently, existing aircraft seat comfort optimization solutions mainly fall into three categories: foam optimization, electric adjustment, and active pneumatic adjustment.

[0003] Foam-optimized seats improve seating comfort by adjusting foam density, shape, and support curvature. They are simple in structure and lightweight, but their fixed support form cannot adapt to changes in flight conditions or the different body postures of passengers, resulting in limited comfort improvements. Electrically adjustable seats rely on motors, linkages, and transmission mechanisms to achieve multi-position adjustments, while active pneumatic seats use electric pumps, external air sources, and control modules to drive airbags to adjust support states. Both offer precise comfort adjustments and are currently the mainstream configuration for high-end aircraft seats.

[0004] However, existing active control technologies have many inherent drawbacks. First, the integrated system comprises motors, pumps, wiring harnesses, and control components, resulting in a complex structure and significant overall weight, which does not align with the development trend of lightweight and low-carbon aviation equipment. Second, both electric and active aerodynamic control rely on continuous external energy input, leading to high energy consumption and increased aircraft operating costs. Third, the numerous electronic control and mechanical transmission components result in many potential failure points, limited operational reliability, and significant difficulties in subsequent maintenance and component replacement, leading to persistently high maintenance costs.

[0005] More importantly, existing comfort adjustment schemes are all active drive modes, and the adjustment actions rely entirely on human operation or electronic control programs. They fail to effectively utilize the natural environmental conditions of cabin air pressure changing with flight altitude during flight, resulting in low resource utilization.

[0006] Therefore, a passive aerodynamic support system for aircraft seats that does not require external power is needed to overcome the above problems. Summary of the Invention

[0007] To address the aforementioned problems, embodiments of the present invention provide a passive aerodynamic support system for aircraft seats, thereby achieving the objective of resolving the problems mentioned in the background art.

[0008] To achieve the above objectives, this invention employs the following technical solution: a passive aerodynamic support system for an aircraft seat, comprising: an air storage chamber; a deformable airbag for adjusting its contact relationship with the occupant through volume and shape changes; a gas channel connecting the air storage chamber and the deformable airbag, thereby forming a closed gas system; and a mechanical locking structure disposed on the gas channel for switching between a connected adjustment state and a closed holding state to control the gas communication between the air storage chamber and the deformable airbag; wherein, the passive aerodynamic support system passively responds to changes in the air pressure of the external environment in which the aircraft seat is located, and the expansion and deformation capacity of the deformable airbag is greater than that of the air storage chamber, so that when the external air pressure decreases, the gas inside the closed gas system flows from the air storage chamber into the deformable airbag through the gas channel, thereby causing the deformable airbag to undergo volume and shape changes.

[0009] As a further improvement to the above technical solution:

[0010] The deformable airbag includes at least one of a head contact adjustment airbag, a waist contact adjustment airbag, and a seat cushion rear contact adjustment airbag.

[0011] The head contact adjustment airbag is located in the headrest area of ​​the aircraft seat and is used to improve the fit between the sides of the occupant's head and the aircraft seat when the volume and shape of the head contact adjustment airbag changes. The lumbar contact adjustment airbag is located in the lower middle part of the backrest of the aircraft seat, corresponding to the occupant's lumbar spine area, and is used to compensate for the fit of the occupant's lumbar spine area when the volume and shape of the lumbar contact adjustment airbag changes. The middle and rear seat cushion contact adjustment airbag is located in the middle and rear part of the seat cushion of the aircraft seat, corresponding to the occupant's ischium area, and is used to improve the fit between the occupant's buttocks and the seat cushion when the volume and shape of the middle and rear seat cushion contact adjustment airbag changes.

[0012] The aircraft seat has a layered structure inside, which includes a foam layer, a deformable airbag, and a support layer in sequence along the direction from the occupant side to the seat frame side; the air storage cavity is disposed between the deformable airbag and the support layer; wherein, the deformable airbag is confined between the foam layer and the support layer so that it changes its volume and shape in the direction of occupant contact.

[0013] The ratio of the effective volume of the air storage chamber to the effective volume of the deformable airbag is 2 to 4:1.

[0014] Both the air storage cavity and the deformable airbag are made of airtight material, and the equivalent stiffness of the deformable airbag material is lower than the equivalent stiffness of the material constituting the air storage cavity.

[0015] The mechanical locking structure is a two-position two-way mechanical valve.

[0016] The connectivity adjustment state is used to maintain gas communication between the deformable airbag and the gas storage chamber, so that when the external ambient air pressure decreases, the gas inside the closed gas system flows from the gas storage chamber into the deformable airbag through the gas channel, thereby causing the deformable airbag to undergo volume and shape changes.

[0017] The closed-hold state is used to maintain the localized fit of the deformable airbag after its volume and shape change, or to maintain its low-response state after the deformable airbag is pressed back to its initial shape by an external force.

[0018] A passive pneumatic support system for an aircraft seat further includes an overpressure protection structure connected to the closed gas system.

[0019] The beneficial effects of the embodiments of the present invention are as follows: The passive aerodynamic support system proposed in this application achieves support without external energy by utilizing changes in the air pressure of the external environment surrounding the aircraft seat. This passive aerodynamic support system has a simple structure, avoiding the weight, energy consumption, and reliability issues associated with traditional active adjustment solutions involving motors, pumps, and complex control units. Through the differentiated expansion capabilities of the deformable airbag and the air reservoir, the system can passively respond to the natural decrease in cabin pressure during flight, automatically adjusting the contact relationship between the occupant and the seat, thereby improving passenger comfort. Attached Figure Description

[0020] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the head contact adjustment airbag of the present invention from a first-view perspective; Figure 3 This is a schematic diagram of the structure of the head contact adjustment airbag of the present invention from a second perspective; Figure 4 This is a schematic diagram of the structure of the waist contact adjustment airbag of the present invention; Figure 5 This is a schematic diagram of the structure of the rear part of the seat cushion of the present invention that contacts the adjustment airbag; Figure 6 This is a cross-sectional schematic diagram of the aircraft seat of the present invention.

[0021] In the diagram: 1. Air reservoir; 2. Deformable airbag; 3. Gas passage; 4. Mechanical locking structure; 5. Aircraft seat; 21. Head contact adjustment airbag; 22. Waist contact adjustment airbag; 23. Middle and rear contact adjustment airbag of the seat cushion; 51. Foam layer; 52. Support layer. Detailed Implementation

[0022] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0023] Traditional aircraft seat comfort adjustment solutions, such as foam optimization, electric adjustment, and active aerodynamic adjustment, have many limitations. Foam optimization solutions offer a fixed support shape, making it difficult to adapt to flight conditions and changes in passenger posture. Electric and active aerodynamic adjustment systems suffer from complex structures, large weight, high energy consumption, low reliability, and high maintenance costs. Furthermore, these active solutions fail to effectively utilize the natural conditions of cabin pressure changes during flight, resulting in low resource utilization.

[0024] For this, see Figures 1 to 6 This invention discloses a passive aerodynamic support system for an aircraft seat, comprising: an air storage chamber 1; a deformable airbag 2 for adjusting its contact relationship with the occupant through volume and shape changes; a gas channel 3 connecting the air storage chamber 1 and the deformable airbag 2, thereby forming a closed gas system; and a mechanical locking structure 4 disposed on the gas channel 3 for switching between a connected adjustment state and a closed holding state to control the gas connection between the air storage chamber 1 and the deformable airbag 2; wherein, the passive aerodynamic support system passively responds to changes in the air pressure of the external environment where the aircraft seat 5 is located, and the expansion and deformation capacity of the deformable airbag 2 is greater than that of the air storage chamber 1, so that when the external air pressure decreases, the gas inside the closed gas system flows from the air storage chamber 1 into the deformable airbag 2 through the gas channel 3, thereby causing the deformable airbag 2 to undergo volume and shape changes.

[0025] For ease of understanding, the following explains some key terms in this embodiment: The gas storage chamber 1 refers to a sealed space with a certain volume used to store gas. Its structure can be a flexible or rigid container, and the gas inside can exchange with the deformable airbag 2 when the external ambient air pressure changes.

[0026] Deformable airbag 2 refers to an airbag that can change its volume under the action of external force or internal air pressure. This airbag is usually made of flexible material, and its volume and shape change is designed to adjust the contact relationship with the occupant, thereby improving the fit between the occupant and the aircraft seat 5.

[0027] Gas channel 3 refers to the pipe or channel connecting the gas storage chamber 1 and the deformable airbag 2. This channel allows gas to flow between the two components, thereby achieving pressure balance or gas transfer between the gas storage chamber 1 and the deformable airbag 2.

[0028] A closed gas system refers to a completely sealed gas circulation loop consisting of a gas storage chamber 1, a deformable gas bladder 2, and a gas channel 3. In this system, the total amount of gas remains constant, and transfer only occurs between the internal components.

[0029] The mechanical locking structure 4 refers to a mechanical device that can control the opening and closing of the gas channel 3. This structure physically blocks or allows gas flow, thereby switching the gas connection state.

[0030] The connectivity adjustment state refers to the state where the mechanical locking structure 4 is in the open position, allowing free flow of gas between the gas storage chamber 1 and the deformable airbag 2. In this state, the system can passively adjust in response to changes in external air pressure.

[0031] The closed-hold state refers to the state where the mechanical locking structure 4 is in the closed position, blocking the gas flow between the gas storage chamber 1 and the deformable airbag 2. In this state, the volume and shape of the deformable airbag 2 are locked.

[0032] A passive pneumatic support system is a system that does not require external energy input and relies solely on changes in ambient air pressure to drive the transfer of internal gas, thereby achieving support and regulation.

[0033] Inflation and deformation capacity refers to the degree to which the volume and shape of an airbag change when subjected to internal air pressure. This capacity is usually related to the flexibility of the airbag material and its structural design.

[0034] This embodiment provides a passive pneumatic support system for aircraft seats, comprising an air reservoir 1, a deformable airbag 2, a gas channel 3, and a mechanical locking structure 4. The air reservoir 1 can be a flexible airbag or a rigid container, containing a certain amount of gas. The deformable airbag 2 can be one or more independent flexible airbags, whose initial shape can be preset according to the seat design. The gas channel 3 can be a pipe connecting the air reservoir 1 and the deformable airbag 2. The mechanical locking structure 4 can be a manual valve, such as a knob valve or a push-pull valve, for manually controlling the opening and closing of the gas channel 3.

[0035] The function of the deformable airbag 2 is to adjust the contact relationship with the occupant by changing its volume and shape. For example, the deformable airbag 2 can be placed in the backrest area of ​​the seat, and when it inflates, it can bulge towards the occupant, thereby changing the degree of fit between the occupant's back and the seat.

[0036] Gas channel 3 connects the gas storage chamber 1 and the deformable airbag 2, thus forming a closed gas system. This gas channel 3 can be a gas conduit, ensuring that gas can flow freely between the gas storage chamber 1 and the deformable airbag 2. This closed gas system means that the total amount of gas inside the system is constant, and gas only transfers between the gas storage chamber 1 and the deformable airbag 2, without exchanging gas with the external environment.

[0037] A mechanical locking structure 4 is disposed on the gas channel 3. Its function is to switch between a connected adjustment state and a closed holding state to control the gas communication between the gas storage chamber 1 and the deformable airbag 2. In the connected adjustment state, the mechanical locking structure 4 is in the open position, allowing gas to flow freely between the gas storage chamber 1 and the deformable airbag 2. In the closed holding state, the mechanical locking structure 4 is in the closed position, blocking the gas flow and thus locking the current volume shape of the deformable airbag 2.

[0038] The passive aerodynamic support system proposed in this application passively responds to changes in air pressure in the external environment surrounding the aircraft seat 5. This means that the system requires no external power source or active control unit; its regulation mechanism relies entirely on natural changes in ambient air pressure. For example, as the aircraft climbs from the ground to its cruising altitude, the ambient air pressure inside the cabin gradually decreases, and the system automatically responds to this pressure change.

[0039] To achieve effective passive regulation, the deformable airbag 2 is designed to have a greater expansion and deformation capacity than the air reservoir 1. This means that under the same pressure difference, the deformable airbag 2 is more likely to expand in volume than the air reservoir 1. For example, the deformable airbag 2 can be made of a thinner, more flexible material, or its structural design can make it easier to expand when the internal pressure increases, while the air reservoir 1 can be made of a relatively thicker or more structurally stable material.

[0040] Therefore, when the external air pressure decreases, the gas inside the closed gas system flows from the gas storage chamber 1 into the deformable airbag 2 through the gas channel 3, causing the deformable airbag 2 to change its volume and shape. Specifically, when the external air pressure decreases, there is a pressure difference between the inside of the closed system and the external environment. Because the deformable airbag 2 has a stronger expansion and deformation capability, the gas inside the system will preferentially transfer from the gas storage chamber 1 to the deformable airbag 2, causing the deformable airbag 2 to expand. For example, during the aircraft's climb, the cabin air pressure decreases, and the deformable airbag 2 will expand as a result, providing additional fit compensation to the occupants and improving the comfort of the aircraft seat 5.

[0041] The passive aerodynamic support system of this application achieves support without external energy by utilizing changes in the air pressure of the external environment surrounding the aircraft seat. The passive aerodynamic support system of this application has a simple structure, avoiding the weight, energy consumption, and reliability problems associated with motors, pumps, and complex control units in traditional active adjustment schemes. Through the differentiated expansion capabilities of the deformable airbag 2 and the air storage chamber 1, the system can passively respond to the natural decrease in cabin air pressure during flight, automatically adjusting the contact relationship between the occupant and the seat, thereby improving passenger comfort.

[0042] In some embodiments described above in this application, a passive aerodynamic support system for aircraft seats is proposed, which adjusts the contact relationship with the occupant through changes in the volume and shape of the deformable airbag 2. However, when responding to changes in external air pressure, the overall expansion and deformation of the deformable airbag 2 at a single location may not be able to be finely adjusted to meet the fit requirements of different parts of the occupant's body, thus making it difficult to provide optimal local fit and comfort.

[0043] In this regard, this application further proposes a specific configuration of the deformable airbag 2. The deformable airbag 2 may include at least one of a head contact adjustment airbag 21, a waist contact adjustment airbag 22, and a seat cushion rear contact adjustment airbag 23.

[0044] The head contact adjustment airbag 21 is an inflatable bladder specifically designed to adjust the contact relationship between the occupant's head and the seat. It is typically positioned in the headrest area of ​​the aircraft seat 5. Through its expansion and contraction, it compensates for the occupant's head, particularly the sides, improving the fit between the head and the seat. The head contact adjustment airbag 21 can be made of a flexible film material and possesses a certain degree of elasticity to adapt to changes in the head's contours.

[0045] The headrest area is a crucial part for passenger head rest and support. When the head contact adjustment airbag 21 changes its volume and shape due to external air pressure variations, its main function is to adjust the fit between the sides of the passenger's head and the headrest of the aircraft seat 5. For example, when the head contact adjustment airbag 21 inflates, it can better fill the gaps on both sides of the head, providing a better fit, reducing head movement, and thus improving passenger head comfort and stability during flight. This can be achieved by reserving space inside the headrest to embed the head contact adjustment airbag 21, or by integrating the head contact adjustment airbag 21 into the soft-padded structure of the headrest.

[0046] The lumbar contact adjustment airbag 22 is an inflatable bladder specifically designed to adjust the contact relationship between the occupant's lumbar region and the backrest. It is typically located in the lower middle part of the backrest of the aircraft seat 5, corresponding to the occupant's lumbar spine area. The lumbar spine is a crucial support point for the human spine, and prolonged sitting can easily lead to discomfort due to a lack of effective support. When the lumbar contact adjustment airbag 22 changes its volume and shape, its function is to provide conformal compensation to the occupant's lumbar region. For example, when the lumbar contact adjustment airbag 22 inflates, it can provide conformal compensation according to the occupant's lumbar curve, filling the gap between the lumbar region and the backrest, maintaining the natural physiological curvature of the lumbar spine, and effectively relieving lumbar fatigue. This can be achieved by embedding the lumbar contact adjustment airbag 22 into a specific cavity inside the backrest, or by integrating the lumbar contact adjustment airbag 22 into the soft-padded structure of the backrest.

[0047] By adjusting the expansion and contraction of the lumbar contact airbag 22, it can provide conformal compensation to the occupant's lumbar spine, maintaining the natural physiological curve of the lumbar region and alleviating discomfort caused by prolonged sitting. The lumbar contact airbag 22 can also be made of flexible materials and can be designed into different shapes and sizes as needed to better conform to the lumbar curve.

[0048] The rear seat cushion contact adjustment airbag 23 is an inflatable bladder specifically designed to adjust the contact relationship between the occupant's buttocks and the seat cushion. It is typically located in the rear center of the seat cushion of the aircraft seat 5, corresponding to the occupant's ischial tuberosities. The ischial tuberosities are the main area of ​​pressure borne by the occupant when sitting, and prolonged pressure can easily lead to discomfort. When the rear seat cushion contact adjustment airbag 23 changes its volume and shape, its function is to improve the fit between the occupant's buttocks and the seat cushion. For example, when the rear seat cushion contact adjustment airbag 23 inflates, it can more evenly distribute the pressure on the buttocks, reduce local pressure in the ischial tuberosities, and increase the contact area between the buttocks and the seat cushion, thereby improving seating comfort and helping to prevent poor blood circulation caused by prolonged sitting. This can be achieved by integrating the rear seat cushion contact adjustment airbag 23 inside the foam layer of the seat cushion, so that when it inflates upwards, it can improve the local contact surface curvature and pressure distribution between the occupant's buttocks and the seat cushion. By adjusting the expansion or contraction of the airbag 23 in the middle and rear of the seat cushion, the fit between the occupant's buttocks and the seat cushion can be improved, pressure on the ischial tuberosities can be distributed, and riding comfort can be enhanced. The airbag 23 in the middle and rear of the seat cushion can be made of abrasion-resistant and highly elastic material to support the occupant's weight and provide a good fit.

[0049] Through the aforementioned technical solution, the single deformable airbag 2 is refined into multi-part adjustable airbags targeting specific body parts. This allows the passive pneumatic support system to achieve more targeted fit compensation in response to changes in external air pressure. When the external air pressure decreases, gas from the enclosed gas system flows into these specific adjustable airbags, causing them to change in volume and shape, thereby providing precise fit compensation in key contact areas such as the occupant's head, waist, and hips. This zonal adjustment capability significantly improves the adaptability of the aircraft seat 5 to the occupant's body curves, thereby greatly enhancing the overall comfort of the ride.

[0050] In some embodiments described above in this application, a passive aerodynamic support system for aircraft seats is proposed, which adjusts the contact relationship with the occupant through changes in the volume and shape of the deformable airbag 2. However, in practical applications, how to effectively integrate the deformable airbag 2 into the interior of the aircraft seat 5 and ensure that it can expand and deform in the expected direction when the external air pressure changes, thereby specifically improving the fit, is a problem that needs to be solved.

[0051] In this regard, this application further proposes that the aircraft seat 5 has a layered structure inside, and the layered structure includes a foam layer 51, a deformable airbag 2 and a support layer 52 in sequence along the direction from the occupant side to the seat frame side; the air storage cavity 1 is disposed between the deformable airbag 2 and the support layer 52; wherein, the deformable airbag 2 is confined between the foam layer 51 and the support layer 52 so that it undergoes volume shape changes in the direction of occupant contact.

[0052] Specifically, the layered structure inside the aircraft seat 5 refers to the overall structure in which the various functional layers inside the seat are arranged in a specific order and position. This structure aims to optimize the seat's comfort, support, and functional integration.

[0053] The foam layer 51 is typically made of materials with good elasticity and cushioning properties, such as polyurethane foam, latex foam, or other polymeric elastomers. Its main function is to provide softness and comfort to the occupant's contact surface and to initially conform to the occupant's body curves. The foam layer 51 is located on the outermost side of the layered structure, i.e., the occupant side, and is in direct contact with the occupant's body. The deformable airbag 2 is disposed within or behind the foam layer 51. When the external ambient air pressure decreases, gas from the air reservoir 1 flows into the deformable airbag 2, causing it to inflate. Its position is restricted by the foam layer 51 and the support layer 52, ensuring that its expansion direction is towards the occupant, thereby achieving effective conformation to the occupant.

[0054] The support layer 52 is located behind the deformable airbag 2, i.e., close to the seat frame side. This layer is typically made of a relatively rigid or semi-rigid material, such as a composite material panel, a rigid plastic panel, or a thin metal sheet. The main function of the support layer 52 is to provide stable back support for the deformable airbag 2, preventing it from deforming excessively towards the seat frame, thereby effectively directing the inflation force of the deformable airbag 2 to the occupant side.

[0055] This arrangement of the air reservoir 1 (located between the deformable airbag 2 and the support layer 52) allows the air reservoir 1 to work closely with both the deformable airbag 2 and the support layer 52. The air reservoir 1 can be designed to be flat or have a specific shape to fit the interior space of the seat and ensure that gas can flow smoothly into the deformable airbag 2 through the gas channel 3. This layout contributes to the system's compactness and utilizes the support layer 52 to provide structural support.

[0056] The deformable airbag 2 is confined between the foam layer 51 and the support layer 52, which is crucial to this embodiment. The support layer 52 provides rigid rearward restraint. By precisely clamping the deformable airbag 2 between these two layers, the deformable airbag 2 undergoes a significant volumetric shape change towards the occupant side when inflated, thereby ensuring the directionality and effectiveness of fit compensation. This confinement mechanism prevents the deformable airbag 2 from ineffectively inflating deep into the seat.

[0057] Through the above technical solution, the layered structure inside the aircraft seat 5, especially the sequential arrangement of the foam layer 51, the deformable airbag 2, and the support layer 52, as well as the specific location of the air storage cavity 1, effectively solves the problem of the integration and directional expansion of the deformable airbag 2 inside the seat. The deformable airbag 2 is confined between the foam layer 51 and the support layer 52, and a rim is provided on the side of the deformable airbag 2 to limit its lateral expansion, ensuring that the deformable airbag 2 can accurately change its volume and shape towards the occupant's contact direction when the external ambient air pressure decreases. This not only optimizes the expansion efficiency of the deformable airbag 2 and avoids ineffective deformation, but also enables the passive aerodynamic support system to provide a more stable, predictable, and comfortable fit improvement, thus enhancing the riding experience.

[0058] This application further proposes a ratio of 2 to 4:1 between the effective volume of the gas storage chamber 1 and the effective volume of the deformable airbag 2. This volume ratio refers to the quantitative relationship between the actual volume of the gas storage chamber 1 available for gas transfer in its working state and the maximum effective volume that the deformable airbag 2 can achieve during expansion and deformation. The setting of the effective volume needs to comprehensively consider the material properties, structural design, and actual deformation capabilities of the gas storage chamber 1 and the deformable airbag 2 under different pressure conditions. Specifically, when the volume ratio is set to 2:1, it means that the gas storage chamber 1 can provide twice the amount of gas as the maximum effective volume of the deformable airbag 2. This configuration is suitable for scenarios requiring gentler or more precise adjustment, ensuring that the deformable airbag 2 receives sufficient but not excessive gas during expansion, thereby achieving a stable and controllable change in volume and shape. When the volume ratio is set to 4:1, the gas storage chamber 1 can provide four times the amount of gas as the maximum effective volume of the deformable airbag 2. This configuration provides a more ample gas reserve for the deformable airbag 2, enabling it to achieve significant volumetric shape changes even when larger expansion is required or to overcome greater external drag, thus providing stronger fit compensation or a wider adjustment range. A volume ratio between 2:1 and 4:1, such as 3:1, strikes a balance between gentle adjustment and strong fit compensation, providing flexibility in system design to accommodate different aircraft seat designs and occupant needs. This volume ratio is typically achieved through precise design of the geometry, wall thickness, and elastic modulus and ductility of the selected materials for the gas reservoir 1 and the deformable airbag 2. For example, the gas reservoir 1 can be designed as a large and relatively rigid cavity, while the deformable airbag 2 can be designed as a structure with a smaller initial volume and higher flexibility to ensure efficient gas transfer from the gas reservoir 1 to the deformable airbag 2 under pressure differential, allowing it to expand as desired.

[0059] By limiting the ratio of the effective volume of the air reservoir 1 to the effective volume of the deformable airbag 2 to within the range of 2 to 4:1, it is ensured that the air reservoir 1 can provide an appropriate and sufficient amount of gas to the deformable airbag 2 when the external ambient air pressure decreases. This allows the deformable airbag 2 to achieve stable, controllable, and effective volume and shape changes, thereby precisely adjusting the contact relationship with the occupant and providing a good fit.

[0060] This application further proposes that both the air storage cavity 1 and the deformable airbag 2 are made of airtight materials, and that the equivalent stiffness of the material of the deformable airbag 2 is lower than that of the material constituting the air storage cavity 1.

[0061] Specifically, airtight materials refer to materials that can effectively prevent gas penetration or leakage. In passive pneumatic support systems, their core function is to ensure a stable gas volume within the closed gas system, preventing system pressure imbalance or functional failure due to gas leakage. The selection of airtight materials should comprehensively consider factors such as airtightness, durability, flexibility, and cost. For example, high-barrier TPU composite fabrics, TPU-coated reinforced fabrics, and nylon-based airtight composite membranes can be selected. These materials, through their dense molecular structure or special surface treatments, can effectively block the passage of gas molecules. For the gas storage chamber 1, its airtightness requirement is particularly important to ensure stable storage and release of gas when the gas pressure changes. For the deformable airbag 2, in addition to airtightness, its deformability and comfort also need to be considered.

[0062] Equivalent stiffness refers to a material's ability to resist deformation under external forces. In the structure of the deformable airbag 2 and the air storage cavity 1, the equivalent stiffness is related not only to the material's elastic modulus but also to factors such as the material's thickness and structural form. Lower equivalent stiffness means the material is more prone to deformation. Setting the equivalent stiffness of the deformable airbag 2 material to be lower than that of the air storage cavity 1 material is key to ensuring that when the external air pressure decreases, gas can preferentially and effectively flow from the air storage cavity 1 into the deformable airbag 2, causing a significant volumetric change in the deformable airbag 2. The deformable airbag 2 can be manufactured by selecting a material with a lower intrinsic elastic modulus, such as using a thinner or more flexible material. The air storage cavity 1, on the other hand, can be made of a material with a higher elastic modulus, greater thickness, or reinforced materials, to maintain a relatively stable volume under the same internal pressure change, or only undergo a small, controllable volume change. Furthermore, the equivalent stiffness can also be adjusted through structural design. For example, the deformable airbag 2 can be designed with more folds or a thinner outer wall to increase its flexibility; while the air storage chamber 1 can be designed with a flatter shape, thicker walls, or an internal support structure to improve its overall rigidity.

[0063] This application further proposes a two-position two-way mechanical valve as the mechanical locking structure 4. A two-position two-way mechanical valve is a valve with two operating positions and two fluid ports. Its two operating positions typically correspond to "open" and "closed" states, i.e., connected and shut off. The two ports are connected to the two ends of the gas passage 3, for example, one end connected to the gas storage chamber 1 and the other end connected to the deformable gas bladder 2. The valve's operating position is switched by external mechanical operation (e.g., manual tossing, pressing, or rotating), thereby precisely controlling the opening or closing of the gas passage 3. In the "open" position, the internal flow channel of the valve is open, allowing gas to flow freely between the gas storage chamber 1 and the deformable gas bladder 2; in the "closed" position, the internal flow channel of the valve is closed, preventing gas flow and thus locking the gas inside the closed gas system in its current state. This valve has a simple structure, intuitive operation, and good sealing performance and reliability, ensuring precise control of the gas passage 3.

[0064] The mechanical locking structure 4 can be installed on the side of the aircraft seat 5 or integrated into the seat armrest. Both arrangements conform to human operating habits, allowing passengers to quickly and smoothly complete the opening and closing of the locking structure.

[0065] By specifically configuring the mechanical locking structure 4 as a two-position two-way mechanical valve, this application provides a gas communication control scheme that is simple in structure, reliable in operation, and precise in control. When the external ambient air pressure decreases, the two-position two-way mechanical valve is in the communication adjustment state, ensuring that the gas channel 3 between the gas storage chamber 1 and the deformable airbag 2 is fully opened. This allows the gas inside the closed gas system to flow quickly and smoothly from the gas storage chamber 1 into the deformable airbag 2, enabling the deformable airbag 2 to respond quickly and undergo volume and shape changes, providing the necessary fit compensation for the occupant in a timely manner. When it is necessary to maintain the local fit of the deformable airbag 2 after the volume and shape changes, the two-position two-way mechanical valve can switch to the closed holding state. Its good sealing performance can effectively prevent gas from flowing between the gas storage chamber 1 and the deformable airbag 2, thereby stably maintaining the current shape of the deformable airbag 2, avoiding the attenuation of the fit effect due to gas backflow, and significantly improving the stability of the system and the riding comfort of the occupant.

[0066] This application further proposes the specific functions of the aforementioned connectivity adjustment state. The connectivity adjustment state is used to maintain gas communication between the deformable airbag 2 and the gas storage chamber 1, so that when the external ambient air pressure decreases, the gas inside the closed gas system flows from the gas storage chamber 1 into the deformable airbag 2 through the gas channel 3, thereby causing the deformable airbag 2 to undergo a change in volume and shape.

[0067] Specifically, when the mechanical locking structure 4 is in the connected adjustment state, its function is to ensure unobstructed gas communication between the gas storage chamber 1 and the deformable airbag 2 through the gas channel 3. This means that the mechanical locking structure 4 does not hinder or restrict the free flow of gas between the gas storage chamber 1 and the deformable airbag 2 in this state, thereby creating the necessary conditions for the passive transmission of gas within the system. This connected state can be achieved by fully opening the mechanical locking structure 4 (e.g., a two-position two-way mechanical valve) to ensure the effective opening of the gas channel 3.

[0068] Based on this, when the external air pressure decreases, because the pressure inside the closed gas system is relatively higher than the external air pressure, and the expansion and deformation capacity of the deformable airbag 2 is greater than that of the gas storage chamber 1, the gas inside the closed gas system will naturally flow from the gas storage chamber 1 into the deformable airbag 2 through the gas channel 3. This gas flow is a passive process driven by pressure difference, requiring no external energy input or active control. As gas flows in, the volume and shape of the deformable airbag 2 change, thereby adjusting the contact relationship with the occupants.

[0069] This application further proposes a closed holding state to maintain the localized fit of the deformable airbag 2 after a change in volume and shape, or to maintain its low-response state after the deformable airbag 2 is pressed back to its initial shape by an external force.

[0070] Specifically, the closed-hold state refers to the closure of the gas channel 3 by the mechanical locking structure 4, thereby cutting off the gas connection between the gas storage chamber 1 and the deformable airbag 2. When the external ambient air pressure decreases, the deformable airbag 2 expands by the inflow of gas from the gas storage chamber 1, achieving an ideal fit with the occupant's body parts (e.g., head, waist, or buttocks). At this point, the mechanical locking structure 4 can be switched to the closed-hold state. In this state, the gas inside the deformable airbag 2 is effectively locked, maintaining its volume and shape, allowing the deformable airbag 2 to maintain its predetermined shape and thus providing a continuous and stable localized fit.

[0071] Furthermore, occupants can actively apply external pressure to the deformable airbag 2, for example, by adjusting their body posture to compress it and temporarily restore it to its initial, smaller volume. At this time, by switching the mechanical locking structure 4 to the closed holding state, the gas in the air reservoir 1 can be prevented from flowing back into the deformable airbag 2, thus keeping the deformable airbag 2 in a low-response state after compression. This low-response state means that the deformable airbag 2 will not easily re-inflate, allowing occupants to choose whether they need the fit compensation effect provided by the deformable airbag 2 according to their own needs.

[0072] Through the aforementioned technical solutions, the passive aerodynamic support system achieves more refined state control capabilities. On one hand, it effectively solidifies the optimized fit formed by the deformable airbag 2 after passive inflation, ensuring that occupants enjoy continuous and stable personalized support during long journeys, significantly improving ride comfort. On the other hand, this solution also provides a mechanism to lock the deformable airbag 2 in a low-response state after it is compressed by external pressure, avoiding unnecessary repeated inflation and thus improving occupant control over the system. This flexible state-maintaining function allows the passive aerodynamic support system of the aircraft seat 5 to not only respond to environmental changes but also provide more humanized support management based on the actual needs of the occupants.

[0073] This application further proposes that the passive pneumatic support system also includes an overpressure protection structure, which is connected to a closed gas system.

[0074] An overpressure protection structure is a device designed to prevent the internal pressure of a system from exceeding a preset safety threshold. Its implementation can include, but is not limited to, safety valves or pressure relief valves. For example, a safety valve typically consists of a valve body, valve core, spring, and regulating mechanism. When the internal pressure of the system reaches the set value, the valve core opens under the pressure, overcoming the spring force, to release the pressure and reduce the system pressure. After the pressure returns to normal, the valve core automatically resets and closes under the spring force. The overpressure protection structure is connected to the closed gas system, meaning that the structure can directly sense and act on the pressure inside the closed gas system. This connection can be achieved by directly mounting the overpressure protection structure on the wall of the gas storage chamber 1, gas channel 3, or deformable gas bladder 2, or by connecting the overpressure protection structure to any part of the closed gas system through a connecting pipe. It is essential to ensure good airtightness at the connection interface to prevent gas leakage and to ensure that the overpressure protection structure can accurately respond to pressure changes within the system.

[0075] Through the above technical solution, when the pressure difference between the passive aerodynamic support system and the external environment is excessively high, the overpressure protection structure can be activated in time to release the pressure, thereby effectively preventing damage to key components such as the air storage chamber 1, the deformable airbag 2, and the gas channel 3. This not only significantly improves the safety and reliability of the entire system and extends its service life, but also ensures that the passive aerodynamic support system of the aircraft seat 5 can operate continuously and stably under various external environmental pressure changes.

[0076] The following specific example further illustrates the above technical solution: For example, an aircraft carrying passenger A takes off from a ground airport and gradually climbs to cruising altitude. The aircraft seat 5 is equipped with a passive aerodynamic support system. This system mainly includes an air reservoir 1, a deformable airbag 2, a gas channel 3, and a mechanical locking structure 4. The air reservoir 1 and the deformable airbag 2 are connected through the gas channel 3, forming a closed gas system. The deformable airbag 2 is integrated into the layered structure of the aircraft seat 5. Specifically, along the direction from the passenger side to the seat frame side, it includes a foam layer 51, the deformable airbag 2, and a support layer 52 in sequence. The air reservoir 1 is located between the deformable airbag 2 and the support layer 52. This layout ensures that when the deformable airbag 2 inflates, its volume change is primarily directed towards the passenger contact direction.

[0077] Before takeoff, passenger A takes their seat in aircraft seat 5. At this time, the mechanical locking structure 4 is in the connected adjustment state, ensuring that the gas passage 3 between the gas storage chamber 1 and the deformable airbag 2 is unobstructed. As the aircraft climbs, the external ambient air pressure gradually decreases. Because this passive aerodynamic support system passively responds to changes in external ambient air pressure, and the expansion and deformation capacity of the deformable airbag 2 is greater than that of the gas storage chamber 1, while the equivalent stiffness of the material of the deformable airbag 2 is lower than that of the material constituting the gas storage chamber 1, the gas inside the closed gas system begins to expand. The gas preferentially and primarily flows from the gas storage chamber 1 into the deformable airbag 2 through the gas passage 3.

[0078] For example, the deformable airbag 2 may include a head contact adjustment airbag 21, a lumbar contact adjustment airbag 22, and a seat cushion rear contact adjustment airbag 23. When gas flows in: The head contact adjustment airbag 21 is located in the headrest area of ​​the aircraft seat 5. It changes in volume and shape to improve the fit between the sides of the occupant A's head and the aircraft seat 5.

[0079] The lumbar contact adjustment airbag 22 is located in the lower middle part of the backrest of the aircraft seat 5, corresponding to the lumbar spine area of ​​passenger A. It changes its volume and shape to provide fit and compensation for the lumbar spine area of ​​passenger A.

[0080] The middle and rear part of the seat cushion contacts the adjustment airbag 23, which is located in the middle and rear part of the seat cushion of the aircraft seat 5, corresponding to the ischium area of ​​occupant A. It changes its volume and shape to improve the fit between occupant A's buttocks and the seat cushion.

[0081] Throughout the process, passenger A does not need to perform any manual operation, nor does the system consume external power, yet can still experience the automatic optimization of the fit between the aircraft seat 5 and their body. This passive adjustment method effectively utilizes the natural environmental conditions of cabin pressure changes with flight altitude during flight, achieving dynamic adjustment of the fit between different parts of the passenger's body.

[0082] When occupant A deems the current support configuration ideally comfortable, occupant A can switch the mechanical locking structure 4 (e.g., a two-position two-way mechanical valve) to the closed-hold state. In this state, gas passage 3 is closed, and the gas inside deformable airbag 2 is locked, thus maintaining its current volume shape and ensuring localized fit to occupant A. Even if there are minor fluctuations in external air pressure or slight changes in occupant A's body posture during subsequent flight, deformable airbag 2 will maintain its adjusted fit. If occupant A, while in the closed-hold state, uses external force to push deformable airbag 2 back to its initial shape while maintaining its low-response state, unnecessary expansion will be avoided.

[0083] Compared to existing foam-optimized seats, this system can dynamically adjust according to changes in flight conditions and occupant posture, overcoming the limitations of fixed support configurations in foam-optimized seats. Compared to electrically adjustable seats and active pneumatic seats, this system eliminates the need for integrated motors, pumps, wiring harnesses, and control components, resulting in a simpler structure and significantly reduced overall weight, aligning with the trend towards lightweight and low-carbon aviation equipment. Furthermore, by not relying on continuous external energy input, energy consumption is drastically reduced, lowering aircraft operating costs. More importantly, this system reduces electronic control and mechanical transmission components, decreasing potential failure points, improving operational reliability, and simplifying subsequent maintenance and component replacement, thus controlling maintenance costs. By passively responding to changes in external air pressure, this system effectively utilizes natural environmental conditions during flight, improving resource utilization and overcoming the inherent limitations of existing active adjustment technologies.

[0084] The terms “first” and “second” are used to distinguish similar objects, rather than to describe or indicate a specific order or sequence.

[0085] The term "comprising" or any other similar term is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus / device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent in such process, method, article, or apparatus / device.

[0086] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A passive pneumatic support system for an aircraft seat, characterized in that, include: Gas storage chamber (1); Deformable airbag (2) is used to adjust the contact relationship with the occupant by changing its volume and shape; as well as Gas channel (3) connects the gas storage chamber (1) and the deformable airbag (2) so that the gas storage chamber (1) and the deformable airbag (2) constitute a closed gas system; Among them, the passive aerodynamic support system passively responds to the air pressure change of the external environment where the aircraft seat (5) is located. The expansion and deformation capacity of the deformable airbag (2) is greater than that of the air storage chamber (1), so that when the external air pressure decreases, the gas inside the closed gas system flows from the air storage chamber (1) into the deformable airbag (2) through the gas channel (3), thereby causing the deformable airbag (2) to undergo volume and shape changes.

2. Passive pneumatic support system for an aircraft seat according to claim 1, characterized in that The deformable airbag (2) includes at least one of a head contact adjustment airbag (21), a waist contact adjustment airbag (22), and a seat cushion rear contact adjustment airbag (23).

3. The passive aerodynamic support system for aircraft seats according to claim 2, characterized in that, The head contact adjustment airbag (21) is located in the headrest area of ​​the aircraft seat (5) and is used to improve the fit between the sides of the occupant's head and the aircraft seat (5) when the head contact adjustment airbag (21) undergoes volume and shape changes. The lumbar contact adjustment airbag (22) is located in the lower middle part of the backrest of the aircraft seat (5), corresponding to the lumbar spine area of ​​the passenger, and is used to provide fit and compensation to the lumbar spine area of ​​the passenger when the volume and shape of the lumbar contact adjustment airbag (22) changes. The rear seat cushion contact adjustment airbag (23) is located in the rear seat cushion of the aircraft seat (5), corresponding to the ischium area of ​​the occupant, and is used to improve the fit between the occupant's buttocks and the seat cushion when the volume and shape of the rear seat cushion contact adjustment airbag (23) changes.

4. The passive aerodynamic support system for aircraft seats according to claim 1, characterized in that, The aircraft seat (5) has a layered structure inside, which includes a foam layer (51), a deformable airbag (2) and a support layer (52) in sequence along the direction from the passenger side to the seat frame side; the air storage cavity (1) is disposed between the deformable airbag (2) and the support layer (52); The deformable airbag (2) is confined between the foam layer (51) and the support layer (52) so that it undergoes a volumetric shape change in the direction of occupant contact.

5. The passive aerodynamic support system for aircraft seats according to claim 1, characterized in that, The effective volume ratio of the gas storage chamber (1) to the effective volume of the deformable airbag (2) is 2 to 4:

1.

6. The passive aerodynamic support system for aircraft seats according to claim 1, characterized in that, Both the air storage chamber (1) and the deformable airbag (2) are made of airtight material, and the equivalent stiffness of the material of the deformable airbag (2) is lower than the equivalent stiffness of the material constituting the air storage chamber (1).

7. The passive aerodynamic support system for aircraft seats according to claim 1, characterized in that, Also includes: The mechanical locking structure (4) provided on the gas channel (3) is used to switch between the connected adjustment state and the closed holding state to control the gas connection between the gas storage chamber (1) and the deformable airbag (2); the mechanical locking structure (4) is a two-position two-way mechanical valve.

8. The passive aerodynamic support system for aircraft seats according to claim 7, characterized in that, The connection adjustment state is used to maintain gas communication between the deformable airbag (2) and the gas storage chamber (1) so that when the external ambient air pressure decreases, the gas inside the closed gas system flows from the gas storage chamber (1) into the deformable airbag (2) through the gas channel (3), thereby causing the deformable airbag (2) to undergo volume and shape changes.

9. The passive aerodynamic support system for aircraft seats according to claim 7, characterized in that, The closed holding state is used to maintain the local fit of the deformable airbag (2) after the volume shape changes, or to maintain its low response state after the deformable airbag (2) is pressed back to its initial shape by external force.

10. The passive aerodynamic support system for aircraft seats according to claim 1, characterized in that, It also includes an overpressure protection structure, which is connected to the closed gas system.

Images