Passenger seating system for a means of transport and means of transport therewith

Abstract

Passenger seating system (1) for a means of transport, comprising: - at least one elongated support structure (12) that can be fixedly attached inside the means of transport and a plurality of spaced-apart grid openings on a top side of the support structure (12), and - at least one seat (2) having a seat frame (8) which is movable and lockable on the support structure (12) and has a bottom surface (10) resting on the support structure (12) and a top surface (22) which receives a seat surface (4), wherein the seat frame (8) has a locking device (14) on the bottom surface (10) and an operating unit (24) coupled to the locking device (14) at a position away from the bottom surface (10), wherein the control unit (24) is movable into at least a locking position and an unlocking position, wherein the locking device (14) has a locking body (28) which is mounted to be movable perpendicular to the top of the support structure (12), which is forced into a locking position by means of a spring force by a spring device (32) and, in a release position opposite to the locking position, protrudes from the locking device (14) with an actuating end (62), and wherein the locking device (14) further comprises a locking unit (40) which is designed to automatically hold the locking body (28) in the locking position as soon as the locking body (28) reaches the locking position.

Description

TECHNICAL AREA

[0001] The invention relates to a passenger seating system for a means of transport and to a means of transport, in particular an aircraft, with a passenger cabin and a passenger seating system installed therein. BACKGROUND OF THE INVENTION

[0002] The passenger cabin of a means of transport, such as a commercial aircraft, typically has a layout determined by the operator. This layout may relate in particular to a class configuration, which includes individual seat pitches and a specific number and arrangement of other amenities. To achieve individual seat pitches, a support structure is commonly mounted on the cabin floor, allowing for the grid-like attachment of passenger seats and other fixtures. Such a support structure might include, for example, a seat rail mounted on the cabin floor, featuring openings with longitudinal slots. Fasteners can be attached to these openings, connecting to the passenger seats or other fixtures.

[0003] It is also known to provide fastening devices for passenger seats and other fixtures that allow for quick, tool-free operation. This gives the operator of the means of transport the ability to quickly modify the cabin layout as needed and to adjust seat spacing or class configurations, for example, on a mission-by-mission basis.

[0004] Concepts exist for implementing such a quickly releasable fastening. For example, DE 10 2015 116 414 A1 shows a passenger seat system with a locking device arranged on a seat frame, which has a spring-loaded locking element that can be moved from a locked position to a released position via a Bowden cable. In the locked position, the locking element snaps into a corresponding opening, while in the released position, the locking device is detached from the support structure.

[0005] Furthermore, DE 20 2004 015 211 U1 describes a device for fixing an object to a rail. DE 10 2013 108 540 A1 relates to a fitting for fixing an object to a rail. DE 10 2011 100 107 A1 discloses a seat fastening device. And DE 198 51 392 A1 describes a device for temporarily connecting a movable object to a retaining rail. SUMMARY OF THE INVENTION

[0006] Using a spring-loaded locking mechanism and inserting or snapping it into an opening in a support structure by means of spring force is mechanically very simple. However, the service life of a suitable spring that securely holds the locking mechanism in the opening may sometimes be too short for the intended service life of the means of transport. Should a spring have a mechanical defect, this can result in the affected seat or row of seats being temporarily unusable.

[0007] It is therefore an object of the invention to propose a passenger seating system that allows for rapid reconfiguration of a cabin and also has a longer service life. This object is achieved by a passenger seating system with the features of independent main claim 1 and by a means of transport with the features of dependent claim 8. Advantageous embodiments and further developments can be found in the dependent claims and the following description.

[0008] A passenger seating system for a means of transport is proposed, comprising at least one elongated support structure that can be rigidly attached inside the means of transport and a plurality of spaced-apart grid openings on a top surface of the support structure, and at least one seat that has a seat frame which is slidable and lockable on the support structure, with a bottom surface resting on the support structure and a top surface that accommodates a seat surface. The seat frame has a locking device on its underside and an operating unit coupled to the locking device at a position opposite the underside. The operating unit is movable into at least one locking position and one unlocking position.The locking device comprises a locking element mounted perpendicular to the support structure, which is movably positioned perpendicular to it. A spring mechanism forces the locking element into a locked position, and in the release position opposite the locked position, the locking element protrudes from the device with an actuating end. The locking device also includes a locking unit designed to automatically hold the locking element in the locked position once it has reached that position.

[0009] The support structure serves as a base for attaching passenger seats and other equipment within the cabin of the transport vehicle. It is a component or arrangement of components that is structurally fixed within the vehicle by virtue of its attachment. The support structure may, in particular, comprise two parallel floor rails, also known as seat rails, which have a mounting grid. Alternatively or additionally, the support structure may also include sliding rails or sliding rail attachments for mounting on a floor rail to allow the sliding movement of passenger seats and other equipment.

[0010] The support structure can have a grid in the form of recesses or openings arranged at predetermined intervals. These recesses or openings allow the insertion of the locking element to prevent movement of the locking device on the support structure when the locking element is engaged. The support structure, the recesses or openings, and the locking elements must be designed, particularly in an aircraft, to withstand certification-relevant 16 G load tests. The support structure is therefore typically rigidly connected to the structure of the transport vehicle, thus allowing sufficient load transfer into the structure.

[0011] As mentioned above, the support structure can be equipped with guide devices to facilitate the movement of a passenger seat or other fixture. These guide devices could be integrated directly into the support structure or, for example, in the case of a retrofit solution for existing support structures such as floor rails, mounted on top of them. The guide function could be achieved, for instance, by a slot preferably located centrally in a standard floor rail serving as the support structure. Such floor rails are known, for example, as Douglas rails. Alternatively, a separate sliding guide with two coordinated, interlocking, and mutually sliding profile cross-sections could also be implemented.

[0012] The seat frame of the at least one seat can correspond to a conventional seat frame for the means of transport in question. In particular, the seat frame can have several spaced-apart legs that rest on the supporting structure and hold support elements for seat cushions. In commercial aircraft, for example, a seat frame design has become established which has four legs made of a metallic material, the cross-section of which has cantilevers for stiffening. The legs can be provided with openings or recesses in areas of lower load to reduce weight. The support elements held by the legs could, for example, comprise one or two horizontally arranged tubes. The design of the seat frame could also provide for the arrangement of several seats on a single seat frame.The supporting elements could therefore extend significantly beyond the seat frame in a lateral direction.

[0013] In the following discussion, the upper side of the seat frame that accommodates the seat surface is referred to as the "top," while the lower side that connects to the supporting structure is referred to as the "bottom." The height of the seat frame, and thus the approximate vertical position of the upper side of the seat frame, is determined by the corresponding seat height for a passenger seat.

[0014] The locking device is to be understood as a device that allows selective locking of the seat frame to the support structure, which should be releasable as quickly and with as little effort as possible, but should be able to be relocked very reliably and bear the full load on which the design of the seat frame is based.

[0015] The control unit is a device located away from the supporting structure. Preferably, it is arranged on the upper side of the seat frame and therefore facing the user. The control unit should allow the locking mechanism to be reliably released, at least without tools. The control unit may, in particular, comprise a handle, a lever, a button, or another actuating element that can be moved by the user between predefined positions.

[0016] A special feature of the passenger seat system is that the locking element protrudes from the locking mechanism at one end. Preferably, the locking element only protrudes from the locking mechanism when the locking mechanism is in a release position. The protruding end of the actuating mechanism is then clearly visible to the user and provides visual feedback that the locking mechanism is not in a locked position. Should the spring force fail to engage for any reason, the user can manually apply pressure to the actuating end. The locking unit then engages automatically, reliably holding the locking element in the locked position.Since the locking body is locked depending on its position, reliable locking of the locking body can occur even with a defective spring mechanism, and the locking of the locking body is independent of the function of the spring.

[0017] Overall, the passenger seat system according to the invention enables reliable, tool-free, and rapid locking and unlocking of a passenger seat in a means of transport. The aforementioned features allow for a longer service life, and the successful locking of a locking element does not depend on the force exerted by a spring.

[0018] In an advantageous embodiment, the control unit is connected to a first traction element that is coupled to the locking element and is designed to apply a tensile force to the locking element that acts opposite to the spring force. The traction element can be designed as a linear motion element and can have various configurations. Bowden cables are particularly suitable for simplifying the mounting, guiding, and changing direction of movement between the control unit and the locking element; alternatively, wire or chain cables can also be used. The spring force acting on the locking element is directed towards the support structure, i.e., in a direction away from the top of the seat frame. The tensile force, however, is directed towards the top of the seat frame and exceeds the spring force in magnitude to move the locking element upwards, i.e., in a direction away from the support structure and towards the top.This allows the locking mechanism on the support structure to be released.

[0019] Due to the automatic locking unit, the operating unit preferably has at least one moving element that is coupled to the locking unit and designed to selectively release the locking unit. The type and design of the locking unit are completely open at this point and can be implemented in any way. For example, by coupling it with a moving element, a component of the locking unit can be released from a latched position. Spring-loaded snap or detent devices are particularly suitable for implementing the locking unit; these devices are designed to engage a feature of the locking body or a component attached to it. The moving element can selectively release the engagement of the snap or detent device.

[0020] Preferably, the locking unit comprises a tiltable lever with a first end and a second end, wherein the first end is configured to engage in a recess on a lateral surface of the locking body, and wherein the second end is configured to be coupled to the operating unit. The locking body can be guided in a recess, such as a bore, as desired. The lever can be arranged at the edge of the locking body. For example, it can be mounted at the edge of the bore. Overall, the lever can be implemented as a rocker arm. The first end projects toward the locking body, the recess of which is arranged on a side facing the lever. The recess preferably extends only over a discrete area of ​​the lateral surface, so that the lever can engage in the recess only in a locking position.If the recess of the locking body and the first end of the lever are aligned, the latter can be spring-loaded or forced into the recess by a surface guide.

[0021] It is advantageous for the locking mechanism to have a tilt limiter designed to prevent the first end of the lever from tilting only in a direction away from the top of the seat frame when the locking body is engaged in the recess. Thus, when the first end of the lever is in the recess of the locking body, it can only move in a direction away from the top of the seat frame. Movement in the other direction is prevented by the tilt limiter. This also prevents the locking body from moving towards the top of the seat frame, and consequently, it is locked in its locked position. Only when the lever is released from its engagement with the recess is it possible to move the locking body back into a release position.The tilt limitation can be achieved by a stop that comes into surface contact with the lever and is located above the lever, i.e., on a side of the lever facing the top of the seat frame. The stop can be in the form of a shoulder, a pin, or another shape feature that can be brought into surface contact with the lever as desired.

[0022] Preferably, the first end of the lever is chamfered on one side in a ramp-like manner, with the chamfered surface facing the top of the seat frame. The recess in the locking element is shaped to correspond to the first end. The ramp-like chamfer ensures reliable insertion of the first end into the recess and reliable surface contact with the locking element.

[0023] Preferably, the moving element is designed as a second pull-link extending from the control unit to the second end of the lever. Like the first pull-link, the second pull-link can be a linear moving element and can have various configurations. To simplify the bearing, guidance, and change of direction between the movement of the control unit and the locking element, Bowden cables could be used, or alternatively, wire or chain cables. It is advantageous to be able to operate the first and second pull-link independently. Pulling the second pull-link draws the second end of the lever toward the top of the seat frame. This pushes the first end in the opposite direction. With appropriate lever dimensions, this causes the first end to slip out of the recess and release the locking element.Pulling the first pulling element will therefore release the locking mechanism.

[0024] The invention further relates to a means of transport with a cabin and at least one passenger seating system formed therein with the features mentioned above.

[0025] The means of transport can be an aircraft. The means of transport can furthermore have service units above passenger seats, the number of which is at least equal to the maximum possible number of passenger seats below. A service unit could be understood as a device that includes various indicators, e.g., for a seatbelt reminder or a no-smoking sign, a loudspeaker for announcements, an air vent, an oxygen mask container, and the like, each corresponding to the passenger seats below. It is particularly advantageous that the number of service units corresponds at least to the maximum possible number of passenger seats below in the relevant area, so that when the passenger seats are moved or the seat spacing is changed, it is not necessary to move the service units.It is also conceivable to provide a number of service units that even exceeds the maximum possible number of passenger seats. This ensures that every passenger seat is covered, regardless of the gaps between them. Depending on the specific area of ​​the cabin to be equipped with the passenger seating system, a certain degree of over-provision can be achieved by slightly exceeding the maximum number of passenger seats by a margin of 5 to 10%, although this margin could also be larger or smaller. BRIEF DESCRIPTION OF THE FIGURES

[0026] Further features, advantages, and applications of the present invention will become apparent from the following description of the exemplary embodiments and the figures. All features described and / or illustrated, individually and in any combination, constitute the subject matter of the invention, irrespective of their composition in the individual claims or their cross-references. In the figures, the same reference numerals denote identical or similar objects. Fig. Figure 1 shows a passenger seating system in a three-dimensional representation. Fig. 2a and Fig. Figure 2b shows two detailed views of a locking device. Fig. Figure 3 shows the process of locking and unlocking the locking device. Fig. Figure 4 shows the procedure for manually locking the locking device. Fig. Figure 5 shows an aircraft with a passenger seating system installed inside. DETAILED PRESENTATION OF EXEMPLARY EXECUTION FORMS

[0027] Fig. Figure 1 shows a passenger seat 2 with a seat surface 4, a backrest 6, and a seat frame 8, which rests on a support structure 12 with its underside 10 and is connected to it via a locking device 14. The details are presented in different representations in the following figures. It should be noted that the support structure 12 is in Fig. 1 is provided with a removable or sliding cover.

[0028] The seat frame 8 has front seat legs 16, rear seat legs 18, and support tubes (not visible) held by the seat legs 16 and 18. A diagonal brace 20 connects the front seat legs 16 to the rear seat legs 18 and increases the rigidity of the seat frame 8. Part of a control unit 24 is indicated on an upper surface 22 of the seat frame 8.

[0029] Fig. 2a and Fig. Figure 2b shows a locking device 14 in a two-sided view. A locking element 28 is movably mounted along a vertical axis 30 in a bushing-like section 26. Inside the bushing-like section 26 is a spring assembly 32 in the form of a compression spring, positioned between a bearing surface 34 of the locking element 28 and an inner surface 36 of the section 26. Due to a preload, the compression spring constantly presses on the locking element 28 and is supported on the inner surface 36. Consequently, the locking element 28 is permanently forced into a downward-facing locking position in the plane of the drawing, in which a pin 38 from the locking device 14 is displaced to its outermost position.

[0030] A locking unit 40 is also arranged on the locking device 14, which has a tiltable lever 42. This lever is arranged at the edge of the locking body 28 and has a first end 44 and a second end 46. The first end 44 is chamfered, forming a ramp surface 48 that faces away from the pin 38 and towards the top 22 of the frame. The locking device 14 is in Fig. Figure 2a shows the locking position. Here, the first end 44 protrudes into a recess 50 of the locking body 28, which is shaped to correspond with the first end 44. The locking and unlocking process is explained in detail with reference to the following drawings.

[0031] The lever 42 is mounted on a tilting axis 52 so as to be tiltable. As also demonstrated in the following drawings, the lever 42 can be tilted from a horizontal plane, as shown in Fig. As shown in Figure 2a, the first end 44 is tilted only in such a way that the first end 44 is moved downwards in the plane of the drawing and the second end 46 is moved upwards in the plane of the drawing. The tilting movement of the lever 42 is therefore limited. When the first end 44 is engaged, the locking element 28 cannot be moved further towards the top 22 of the seat frame 8 and is locked. Fig. 2a A tilt limiter 60 is implemented in the form of a stop surface which comes into surface contact with the lever 42. Due to the surface contact, no further rotation in the clockwise direction can occur, but rotation counterclockwise is possible.

[0032] Furthermore, the locking element 28 is connected to the control unit 24 via a first cable 54. The second end 46 of the lever 42 is connected to the control unit 24 via a second cable 56 as a means of movement. Both cables 54 and 56 are implemented as Bowden cables. The exact type of control unit and the connection are irrelevant for the function of the locking device 14, as long as the first cable 54 and the second cable 56 can exert a tensile force on the components shown independently of each other.

[0033] In Fig. Figure 2b shows an exemplary arrangement of two flanges 58 which are arranged on the bushing-like section 26 and jointly provide the tilting axis 52.

[0034] Fig. Figure 3 shows, in several partial illustrations, the process of locking and unlocking the locking device 14. In partial illustration I, the locking device 14 is shown in a locked position without any action from the operating unit 24. No tensile force is applied to the locking device 14 via the pull rods 54 and 56. The pin 38 of the locking body 28 is in an end position in which the pin can no longer protrude from the locking device 14. The first end 44 of the lever 42 is in surface contact with the ramp surface 48 and a surface of the recess 50 facing away from the pin 38. The pin 38 is held in its current position by the pressure of the spring.

[0035] In partial representation II, a tensile force is applied to the first pulling element 54, symbolized by a force arrow. The second pulling element 56, however, remains unloaded. Due to surface contact with the stop surface as a tilt limit 60, the first end 44 of the lever 42 is indeed subjected to an upward force by the locking element 28, but this does not release the movement of the locking element 28. The locking element 28 is therefore locked. A lower edge of the recess 50 is in surface contact with the first end 44 of the lever 42.

[0036] In partial representation III, a relaxed position assumed in partial representation I is restored in order to subsequently release a locking mechanism of the locking body 28.

[0037] Partial illustration IV shows the application of a tensile force to the second traction element 56 from the position shown in partial illustration III. Due to the distance between the lower edge of the recess 50 and the first end 44 of the lever 42, a counterclockwise rotation of the lever 42 is possible after the tensile force has been applied. This disengages the first end 44 from the recess 50. Consequently, the locking mechanism of the locking element 28 is released.

[0038] Subsequently, as shown in partial illustration V, a tensile force can be applied to the first traction element 54, while maintaining the tensile force on the second traction element 56. The locking element 28 can therefore be released from its locked position. Partial illustrations VI and VII show the progress of the release of the locking element 28. In partial illustration VII, the locking element 28 is in its release position, in which the pin 38 is fully retracted into the locking device 14 and the seat frame 8 is consequently no longer locked onto the support structure 12.

[0039] Fig. Figure 4 further demonstrates the manual operation of the locking device 14, also in three partial illustrations I to III. It shows that an actuating end 62 protrudes from the locking device 14 when it is in the release position. The release position can therefore be clearly identified by a user. It is conceivable to mark the actuating end 62 with a conspicuous color. Due to its protrusion, the actuating end 62 can be pressed into the locking device 14 by applying a compressive force, symbolized by a force arrow. The lever 42 automatically locks the device as soon as the first end 44 enters the recess 50 of the locking body 28. The locking device 14 can therefore be manually operated even if the spring is defective. The locking body 28 is still reliably locked in a locking position, and the safety of the locking device 14 is not dependent on the function of a compression spring.

[0040] Finally, it shows Fig. 5 a means of transport 64, in particular an aircraft, with a cabin formed therein having at least one passenger seating system installed therein having the aforementioned features.

[0041] It should be further noted that "having" does not exclude any other elements or steps, and "a" or "an" does not exclude a plurality. It should also be noted that features described with reference to one of the above embodiments may also be used in combination with other features of other embodiments described above. Reference numerals in the claims are not to be considered as a limitation. Reference symbol list 1 passenger seating system 2 passenger seats or seats 4 seats 6 Backrest 8 seat frame 10 Subpage 12 Support structure 14 Locking device 16 front seat legs 18 rear ischial tuberosities 20 diagonal brace 22 Top 24 Control unit 26 socket-like section 28 locking bodies 30 vertical axis 32 Spring assembly 34 contact surface 36 interior surface 38 cones 40 locking unit 42 levers 44 first end 46 second end 48 ramp area 50 In-depth study 52 tipping axle 54 first traction element 56 second traction element 58 flanges 60 tilt limiter 62 End of operation 64 Means of transport, in particular airplanes

Claims

[1] Passenger seating system (1) for a means of transport, comprising: - at least one elongated support structure (12) that can be fixedly attached inside the means of transport and a plurality of spaced-apart grid openings on a top side of the support structure (12), and - at least one seat (2) having a seat frame (8) which is movable and lockable on the support structure (12) and has a bottom surface (10) resting on the support structure (12) and a top surface (22) which receives a seat surface (4), wherein the seat frame (8) has a locking device (14) on the bottom surface (10) and an operating unit (24) coupled to the locking device (14) at a position away from the bottom surface (10), wherein the control unit (24) is movable into at least a locking position and an unlocking position, wherein the locking device (14) has a locking body (28) which is mounted to be movable perpendicular to the top of the support structure (12), which is forced into a locking position by means of a spring force by a spring device (32) and, in a release position opposite to the locking position, protrudes from the locking device (14) with an actuating end (62), and wherein the locking device (14) further comprises a locking unit (40) which is designed to automatically hold the locking body (28) in the locking position as soon as the locking body (28) reaches the locking position. [2] Passenger seating system (1) according to claim 1, wherein the control unit (24) is connected to a first traction element (54) which is coupled to the locking body (28) and is designed to apply a traction force to the locking body (28) that acts opposite to the spring force. [3] Passenger seating system (1) according to claim 1 or 2, wherein the control unit (24) is connected to at least one movement means which is coupled to the locking unit (40) and is configured to selectively release the locking unit (40). [4] Passenger seating system (1) according to any one of the preceding claims, wherein the locking unit (40) has a tiltable lever (42) with a first end (44) and a second end (46), wherein the first end (44) is designed to engage in a recess (50) on a lateral surface of the locking body (28) and the second end (46) is designed to be coupled to the control unit (24). [5] Passenger seating system (1) according to claim 4, wherein the locking device (14) has a tilt limiter (60) designed to allow the first end of the lever (42) to tilt only in a direction away from the top of the seat frame (8) when the first end (44) engages in the recess (50) in a locking position of the locking body (28). [6] Passenger seating system (1) according to claim 4 or 5, wherein the first end (44) of the lever (42) is beveled on one side in a ramp-like manner to form a ramp surface (48), wherein the ramp surface (48) faces the top of the seat frame (8) and wherein the recess (50) in the locking body (28) is formed corresponding to the first end (44). [7] Passenger seating system (1) according to claims 3 and 4, wherein the means of movement is designed as a second traction element (56) extending from the control unit (24) to the second end (46) of the lever (42). [8] Means of transport (64) comprising a cabin and at least one passenger seating system (1) formed therein according to any one of claims 1 to 7. [9] Means of transport (64) according to claim 8, wherein the means of transport (64) is an aircraft. [10] Transport means (64) according to claim 8 or 9, further comprising service units above passenger seats, wherein the number of service units corresponds at least to the maximum possible number of passenger seats below.

Images