AIRCRAFT SEAT ROW WITH MULTIPOINT RESTRAINT UNITS

Description

State of the art

[0001] The invention relates to an aircraft seat device according to the preamble of patent claim 1.

[0002] Aircraft seating arrangements with a safety device designed to secure a passenger in an aircraft seat have already been proposed.

[0003] From the document US 2006 / 103191 A1, an aircraft seat device with at least one safety device is already known, which is provided for securing a passenger on an aircraft seat and has at least one multi-point restraint unit, wherein the multi-point restraint unit has a shoulder belt which is fixedly connected to the backrest in an upper region of the backrest via a belt reel.

[0004] From the document US 2017 / 0283079 A1, an aircraft seat device is known with an aircraft seat, which has a safety device provided for securing a passenger on the aircraft seat and has at least one multi-point restraint unit, wherein a belt reel for a shoulder belt is arranged on one side of the aircraft seat and the shoulder belt is guided through an opening in an upper region of the backrest frame to a backrest surface.

[0005] The object of the invention is, in particular, to provide a generic device with improved safety properties. This object is achieved according to the invention by the features of patent claim 1, while advantageous embodiments and further developments of the invention can be found in the subclaims. Advantages of the invention

[0006] The invention relates to an aircraft seat device with at least one safety device which is provided for securing a passenger on an aircraft seat and has at least one multi-point restraint unit.

[0007] It is proposed that the safety device comprise a connection unit designed to displace a connection point of a shoulder belt of the multi-point restraint unit during a test crash, wherein the connection unit is designed to adjust the connection point of the connection unit downwards starting from a defined force acting on the multi-point restraint unit during the crash. An "aircraft seat device" is understood in particular to mean a device that forms at least part of an aircraft seat or an entire aircraft seat. An "aircraft seat" is understood in particular to mean a seat that is designed to be mounted on a cabin floor in an aircraft cabin and on which a passenger can sit during a flight.The aircraft seat has at least one seat base and a backrest coupled to the seat base, wherein the backrest is preferably pivotably connected to the seat base, whereby the aircraft seat can preferably be moved into different functional positions. A "support unit" is understood in particular to mean a unit by means of which the aircraft seat is firmly coupled to a cabin floor and, for this purpose, has in particular at least one seat base, which is firmly coupled to the cabin floor via a fastening rail, and at least one transverse element connected to the seat base, to which at least one seat divider and / or a seat base of the aircraft seat is attached. A "backrest" is understood in particular to mean an element of the aircraft seat that forms at least part of a backrest support surface against which a passenger sitting on the aircraft seat can lean their back.The backrest preferably comprises at least a base body and a cushion unit that forms the backrest support surface. The backrest preferably has a supporting frame, via which the backrest is connected to the support unit and / or the seat base. A frame of the backrest can be formed as a circumferential frame, for example, from a light metal, or integrally with the rest of the backrest from a self-supporting fiber composite material. The backrest is arranged at a rear end of the seat base and extends upward from the seat base unit, away from a support unit. A "seat base" is to be understood in particular as a component of an aircraft seat that forms a seating area for a passenger.A "seating area" is understood in particular to mean an area of ​​the aircraft seat intended for a passenger to sit on, particularly during a flight. A "safety device" is understood in particular to mean a device intended to reduce the forces acting on a passenger and / or the risk of injury to the passenger in the event of a crash by means of measures acting directly on a passenger or passively on the aircraft seat or other elements arranged in the vicinity of the aircraft seat. In a test crash, the safety device is intended to reduce the forces acting on a crash test dummy and / or to improve the impact angles and / or impact areas for a safer impact.A "multipoint restraint unit" is understood to mean, in particular, a restraint unit by means of which a passenger is held in the seat, at least in a closed state. The restraint unit comprises, in particular, at least one belt strap, which is preferably formed from a fabric strap and, in the closed state, is firmly connected to the aircraft seat, in particular to a supporting structure of the aircraft seat, at at least three attachment points. In a closed state, the three attachment points of the multipoint restraint unit are all connected to one another via the at least one belt strap. The multipoint restraint unit is preferably designed as a three-point belt.For this purpose, the multi-point restraint unit is preferably continuously and inseparably connected to the aircraft seat at at least one location and firmly connected to the aircraft seat at two additional locations, at least when the multi-point restraint unit is closed. The multi-point restraint unit preferably has a lap belt that, when closed, spans the seat base and, in particular, secures the passenger's pelvic and hip area. The multi-point restraint unit preferably has a shoulder belt that, when closed, spans the backrest and thus secures the passenger's torso. "Provided" is understood to mean, in particular, specially programmed, designed, and / or equipped.The fact that an object is intended for a specific function should be understood in particular to mean that the object fulfils and / or executes this specific function in at least one application and / or operating state.

[0008] This makes it possible to provide a particularly advantageous and safe aircraft seating device.

[0009] It is further proposed that the safety device be designed to permit head contact with an upstream unit in a test crash. A "test crash" is understood in particular to mean a crash test according to a test procedure, in particular a crash test method, in which at least one aircraft seat and a crash test dummy sitting thereon are deliberately accelerated and abruptly decelerated on a corresponding test device for measuring acceleration values ​​that act at least on the crash test dummy. The test crash is understood in particular to mean an acceleration test, in particular a so-called HIC test (Head Injury Criterion Test), in which an impact energy is determined that acts on an upstream unit upon impact of a crash test dummy, in particular a head of the crash test dummy.A test procedure for conducting the test crash is designed, in particular, in accordance with standard CS25.562 or test specification AS8049. A "crash test dummy" is understood to mean, in particular, a test dummy that corresponds to an average adult human. In principle, another crash test dummy specified in a corresponding test standard, in particular standard CS25.562, is also conceivable, in particular a crash test dummy that corresponds to a 5% female or a crash test dummy that corresponds to a 95% male. A "front unit" is understood, in particular, to mean a unit arranged in front of the aircraft seat and toward which a crash test dummy is accelerated in the test crash. A front unit is preferably designed as another aircraft seat or as part of an aircraft seating area, such as, in particular, a console.The upstream unit is preferably designed as a unit that is arranged in front of the aircraft seat in a normal state, i.e., particularly during a flight. The upstream unit is preferably designed as a unit that, in an assembled state, is preferably always arranged in front of the aircraft seat. A upstream unit is, in particular, not designed as an airbag or other impact element specifically designed for use in a crash and intended solely for this purpose, which, in a normal operating state, is arranged in a stowed position and, in particular, is not arranged in an area in front of the aircraft seat. "Head contact" is understood to mean, in particular, contact of the head of a crash test dummy, in particular with the upstream unit. This advantageously minimizes the force acting on the passenger and / or the crash test dummy through the safety device.

[0010] It is further proposed that the safety device define a contact field, in particular a head contact field, in which a passenger comes into contact with a front-mounted unit in a test crash. A "contact field" is understood in particular to be an area on a front-mounted element where a passenger or a crash test dummy impacts and contacts the front-mounted unit in a crash, in particular a test crash. The contact field is arranged in particular on the back of a seat back, on a seat enclosure, on a partition of an aircraft, or on another component that appears appropriate to a person skilled in the art and can be arranged in front of an aircraft seat. The size of the contact field is preferably less than 200 mm by 200 mm.The size of the contact field also depends, in particular, on the seat pitch, the design of the safety device, and the geometry of the impact body (the head of the crash test dummy) and the aircraft seat. This allows the safety device to be designed particularly advantageously.

[0011] It is further proposed that the safety device comprise at least one release device designed to permit a defined movement of a passenger in the event of a test crash. A "release device" is understood in particular to mean a device designed to permit movement of the passenger and / or a crash test dummy, in particular up to contact with the upstream unit, particularly above a certain limit load, particularly also in the hip area. The release device can, for example, be integrated into a seat frame of an aircraft seat and permit a defined movement of the passenger by moving a seat base of the aircraft seat. In this case, it is also conceivable, in particular, for the release device to comprise a belt force limiter.The release device is particularly intended to permit a relative movement of the passenger relative to a seat frame of the aircraft seat and / or a relative movement of the passenger relative to a cabin floor on which the aircraft seat is mounted. In principle, it is also conceivable for the release device to permit a movement of a part of the aircraft seat together with the passenger relative to the cabin floor. This can advantageously positively influence, in particular reduce, the force and / or acceleration acting on a passenger and / or a crash test dummy in the event of a crash.

[0012] It is further proposed that the release device be provided to enable a pivoting movement of a backrest. A "pivoting movement of the backrest" is understood to mean, in particular, a pivoting movement of the backrest about a rotational axis via which the backrest is connected to the support unit of the aircraft seat. During a pivoting movement, the backrest is moved relative to the support unit and / or the seat base. This allows the backrest to be pivoted particularly advantageously in the event of a crash and / or a test crash in order to achieve a particularly advantageous contact area.

[0013] Furthermore, it is proposed that the release device comprise at least one force limiter, in particular a belt force limiter, which is intended to at least partially limit a force acting in the multi-point restraint unit. A "belt force limiter" is understood in particular to mean a device that limits a force exerted by the multi-point restraint unit on a passenger and / or a crash test dummy, in particular in the event of a crash and / or in a test crash, to a defined maximum. A belt force limiter is provided in particular to increase the flexibility of at least one belt of the multi-point restraint unit, at least temporarily and in particular above a defined force acting on the belt. This advantageously provides a safety device that is intended in particular to advantageously keep a force in the multi-point restraint unit low.

[0014] It is further proposed that the force limiter be designed to trigger at a maximum force of 13 kN. The belt force limiter for a shoulder belt is designed to trigger at a force of 2 kN to 4 kN. A belt force limiter for a lap belt is designed to trigger at a force below 13 kN, preferably at a force below 10 kN, and in a particularly advantageous embodiment at a force below 9 kN. "Triggering" in this context is understood to mean that the flexibility of a belt of the multi-point restraint unit is increased, at least temporarily. This allows the belt force limiter to be designed particularly advantageously.

[0015] It is also proposed that the release device be designed to permit at least a pelvic movement of the passenger. A "pelvic movement" is understood to mean, in particular, a movement of a pelvis or pelvic region of a passenger or a crash test dummy that, in addition to the normal movement of the pelvis or pelvic region, is caused in particular by the release device. The pelvic movement caused by the release device is in particular greater than 1 cm, preferably greater than 8 cm, and in a particularly advantageous embodiment, greater than 14 cm. This can advantageously prevent a passenger from experiencing excessive relative acceleration between their pelvic region and their head region in the event of a crash.

[0016] It is further proposed that the release device comprise at least one destructive element, such as, in particular, a tear-open seam in the multi-point restraint unit. A "destructive element" is to be understood, in particular, as an element that is intended to be destroyed to release at least one movement of at least one element. It is conceivable that the destructive element is designed as a deformation element that is plastically deformed upon a defined force acting on the destructive element, thus permitting a defined movement. In principle, it is conceivable, for example, that the deformation element is designed as a torsion shaft that is intended to be twisted to release a movement. In particular, the destructive element is designed as a tear-open seam in the multi-point restraint unit.The tear-open seam is provided to directly connect the wave-shaped overlapping regions of one belt in at least one region in which a belt of the multi-point restraint unit is arranged in a wave-like overlap, and to tear open when a corresponding force acts on the belt, whereby the wave-shaped overlapping regions can be moved towards one another. The tear-open seam is provided to firmly connect two regions of a belt of the multi-point restraint unit in a doubling in a normal operating state and to tear when a defined force acts on the belt, whereby the doubling of the belt can come loose. A tearing of the tear-open seam in particular opens up a path of at least 1 cm to 15 cm.It is conceivable for a belt of the multi-point restraint unit to have one or more destructive elements designed as tear-open seams, or for one or more destructive elements designed as tear-open seams to be arranged in different belts of the multi-point restraint unit. In particular, it is also conceivable for a destructive element designed as a tear-open seam to be arranged in an area in which the lap belt is coupled to the shoulder belt. In principle, it is also conceivable for a destructive element to be integrated into devices and structural parts of the aircraft seat device, preferably, for example, as predetermined breaking points in the seat divider, such as in particular in a belt anchor, via which at least one belt of the multi-point restraint unit is connected to the supporting structure of the aircraft seat. This allows the release device to be designed particularly advantageously.

[0017] It is also proposed that the release device have at least two destructive elements, in particular at least two tear seams, which are designed to be destroyed, in particular to tear, under different loads. The phrase "destructive elements being destroyed under different loads" should be understood in particular to mean that a first destructive element is destroyed by an acting force that is smaller than the force that must act on the second destructive element to destroy it. As a result, the at least two destructive elements are destroyed at least at different times in a crash. This makes it possible to provide a particularly advantageous release device.

[0018] It is further proposed that the release device comprise at least one aircraft seat connection element designed to permit relative movement to a cabin floor in the event of a crash. An aircraft seat connection element is to be understood in particular as an element fixedly mounted in a connection rail of the aircraft, which element has at least one partial region fixed to the cabin floor and a partial region movable relative to the fixed partial region, at least in one operating state, in particular in the event of a crash, to which partial region, in particular a support unit, in particular seat feet of the aircraft seat, are coupled. A maximum relative movement of 10 inches is permitted by means of the aircraft seat connection element. This allows the release device to be designed particularly advantageously.

[0019] It is further proposed that the release device comprise at least one tilt unit designed to tilt an aircraft seat forward in the event of a test crash. A "tilt unit" is understood in particular to mean a unit having at least one bearing module designed to tilt at least one element, such as, in particular, a seat base and / or a backrest of the aircraft seat, relative to a support plane and / or to a support unit. It is conceivable that the tilt unit is designed to pivot only the seat base and / or the backrest, or that the tilt device is designed to pivot the seat base and / or the backrest together with the support unit relative to the support plane. This allows the aircraft seat to be designed to be particularly safe.

[0020] It is further proposed that the release device comprise at least one damping unit arranged in a front seat base, which is designed to be compressed in the event of a test crash. A "damping unit" is understood in particular to mean a unit comprising at least one damper and designed to damp the movement of two elements movably mounted relative to one another, such as two partial regions of a seat base, in at least one direction. A damper can be designed, for example, as a gas spring, a hydraulic spring, or another damper deemed appropriate by a person skilled in the art. This allows the support unit to be designed particularly advantageously for a crash.

[0021] Furthermore, it is proposed that the release device comprise at least one damping unit arranged in a rear seat base, which is designed to be extended in the event of a test crash. This advantageously allows for the inclination of the aircraft seat in the event of a test crash, thereby increasing safety.

[0022] It is further proposed that the aircraft seat device comprise a backrest having a flexural rigidity such that the backrest is deflected by 1 cm in the seating direction when firmly connected at its lower end, in particular at a connection point of the backrest, and when a force of 100 N is applied at an upper end. In particular, the backrest has a generic backrest rigidity greater than 10 N / mm. This allows the backrest to be designed particularly advantageously.

[0023] It is further proposed that the safety device comprise at least one stop element designed to limit a maximum pivot angle of a backrest, at least in the event of a crash, by directly supporting it on a part of a support unit or a seat divider of the aircraft seat. A "stop element" is understood in particular to mean an element designed to limit pivoting to a maximum pivot angle through contact with another pivotable element, such as the backrest in particular, and, particularly upon reaching the maximum pivot angle, to directly divert a force into a structure to which the stop element is firmly connected. The stop element is preferably firmly connected to a seat divider or a supporting structure of the aircraft seat.In particular, in the event of a crash, the backrest is designed to strike the stop element with an upper end when pivoted in the direction of the seat. The stop element is preferably designed in particular to transmit a force, preferably in particular a force introduced into the backrest via a shoulder belt by a passenger sitting in the aircraft seat, directly from the backrest into the seat divider of the aircraft seat. A maximum pivot angle of the backrest can correspond to a TTL position of the backrest or to a position of the backrest pivoted further forward from the TTL position. As a result, in the event of a crash, the safety device can provide particularly advantageous support for a force introduced into the backrest via the shoulder belt.

[0024] It is also proposed that the safety device comprise at least one energy conversion unit designed to at least partially convert the kinetic energy of a passenger in a test crash. The energy conversion unit is defined as a unit that converts kinetic energy into thermal energy, transformation energy, or other energy appropriate here, in order to decelerate a movement, particularly of the passenger. An "energy conversion unit" is understood in particular to mean a unit comprising at least one conversion unit that, in at least one operating state, is designed to absorb and / or dissipate energy, particularly kinetic energy, in order to extract energy from another system, such as, in particular, a part of an aircraft seat, for example, a backrest.The energy conversion unit is particularly intended to at least partially absorb, i.e., in particular, convert, impact energy, i.e., energy that a passenger impacting a part of the aircraft seat during a crash and / or test crash introduces into the aircraft seat. The energy conversion unit is preferably designed as a unit that is stretched by plastic deformation and dissipates energy through the plastic deformation. The energy conversion unit is designed as a unit that converts kinetic energy into deformation energy, i.e., heat, through plastic deformation. The energy conversion unit is preferably formed at least partially from a metal and absorbs deformation energy during the deformation.The force required to deform the delay element can be adjusted using the material thickness, the material, and the shape of the delay element. In principle, it is also conceivable for the energy conversion unit to have a hydraulic or gas pressure cylinder, the cylinder rod of which can be extended from a housing against the pressure of a gas or liquid. In principle, it is also conceivable for the energy conversion unit to be formed by at least two chambers separated from one another by at least one diaphragm provided with at least one through-hole, with a fluid being forced through the through-holes of the diaphragm for deceleration. In principle, it is also conceivable for the energy conversion unit to have at least one element designed to be destroyed in order to decelerate another element, in order to thereby dissipate energy.This allows the passenger's kinetic energy to be advantageously dissipated or converted in the event of a crash, thus reducing the risk of injury to the passenger.

[0025] It is further proposed that the energy conversion unit comprise at least two conversion units that are at least partially connected in series. "At least partially connected in series" is to be understood in particular as meaning that the conversion units are triggered by different forces and thus trigger at different times during a crash, and are either active completely separately from one another or at least partially active simultaneously. This allows the energy conversion unit to be designed particularly advantageously.

[0026] It is also proposed that the energy conversion unit be designed to at least partially convert the kinetic energy of a passenger in a test crash after a movement has been released by a release device. "After a movement has been released by a release device" is to be understood in particular as a time after a movement has been released. This allows for advantageous damping of a movement of the passenger and / or part of the aircraft seat permitted by the release device.

[0027] It is further proposed that the energy conversion unit be designed to cause a passenger to rotate in a test crash. "Passenger rotation" is understood to mean, in particular, a rotation of the passenger or a crash test dummy around a vertical axis, whereby, in particular, a movement and thus an impact area in which the passenger or crash test dummy comes into contact with a forward unit can be advantageously influenced and specifically controlled. This allows a particularly advantageous influence on the movement of a passenger or crash test dummy during a crash to reduce the risk of injury.

[0028] It is further proposed that the energy conversion unit comprise at least one rotation unit designed to at least partially rotate a seat base of an aircraft seat in a test crash. A "rotation unit" is understood in particular to mean a unit designed to rotate the seat base relative to the support plane on which the aircraft seat is mounted. It is conceivable that the rotation unit is designed to rotate the seat base relative to the support unit, or that the rotation unit rotates the seat base together with at least part of the support unit relative to the support plane. As a result, the energy conversion unit can particularly advantageously convert kinetic energy and particularly advantageously change the orientation of the passenger relative to a forward unit against which the passenger impacts during the crash.

[0029] It is further proposed that the energy conversion unit be designed to effect body kinematics of the passenger to reduce a head velocity and / or an impact velocity on a front unit in a test crash. "Effecting body kinematics to reduce a head velocity and / or an impact velocity" is to be understood in particular as meaning that the energy conversion unit, through a corresponding movement of its elements, influences a movement of the passenger and / or the crash test dummy in such a way that, in particular, a forward movement of a hip or hip region of the passenger or the crash test dummy and a strong acceleration of the upper body of the passenger or the crash test dummy, in particular due to a whiplash effect, can be prevented. This can particularly advantageously further reduce the risk of injury in the event of a crash.

[0030] Furthermore, it is proposed that the energy conversion unit comprise a seat base and / or a seat cushion designed to convert kinetic energy through deformation. This allows the energy conversion unit to be integrated into the aircraft seat particularly easily.

[0031] It is further proposed that the multi-point restraint unit comprise a lap belt and a shoulder belt that can be removed from the lap belt. A "removable shoulder belt" is to be understood in particular as meaning that the shoulder belt is designed to be non-destructively detachable from the lap belt and / or the aircraft seat when not in use. The shoulder belt can be firmly connected to the lap belt and / or the aircraft seat via coupling elements for a use state, with a connection between the shoulder belt and the lap belt and / or the aircraft seat being designed such that loads can be transferred via it in a normal operating state and in the event of a crash. The "removable shoulder belt" is intended in particular to be detachable at least from the lap belt, preferably completely from the aircraft seat, when not in use, in order to be able to stow it away.This allows the multi-point restraint unit to be designed particularly advantageously.

[0032] It is also proposed that the safety device have at least one tensioning unit, which is designed to at least partially tension the multi-point restraint unit, at least in a test crash. A "tensioning unit" is understood to mean, in particular, a unit that, when triggered, especially in a crash, is designed to tension an element, such as, in particular, a belt, such as, in particular, the lap belt and / or the shoulder belt of the multi-point restraint unit, in particular by increasing the tension in the lap belt and / or the shoulder belt. This advantageously further increases safety through the multi-point restraint unit.

[0033] It is further proposed that the tensioning unit be designed to tension a lap belt of the multi-point restraint unit by means of a shoulder belt of the multi-point restraint unit. The term "the lap belt being tensioned by the shoulder belt" should be understood in particular to mean that the lap belt is tensioned by a movement of the shoulder belt, preferably by a movement of the shoulder belt caused by acceleration of the passenger. For this purpose, in addition to being directly coupled to the lap belt, the shoulder belt is also connected to the lap belt by means of a tensioning element, which converts a movement of the shoulder belt into a tensioning movement of the lap belt. This allows the lap belt of the multi-point restraint unit to be tensioned particularly easily.

[0034] It is also proposed that the tensioning unit be designed to tension the multi-point restraint unit through a relative movement to a cabin floor. This allows the multi-point restraint unit to be tensioned particularly advantageously.

[0035] A "connection unit" is understood in particular to mean a unit that forms at least one connection point for the shoulder belt, via which the shoulder belt is firmly connected to the aircraft seat in an upper region of the backrest, wherein a connection point can be adjusted in position relative to the backrest along a displacement path. During normal operation, the connection point is preferably fixed in a normal operation connection area and is only moved from the normal operation connection area to a crash connection area in the event of a crash, in particular also in a test crash, in particular starting from a defined acceleration acting on the aircraft seat. This allows for particularly advantageous securing of the passenger or crash test dummy in the event of a crash.

[0036] It is further proposed that the connection unit be designed to move the shoulder belt's connection point by at least 5 cm. By "moving at least 5 cm" is meant, in particular, that the connection point is displaced, in the event of a crash, between the normal operating connection area and an end position in the crash connection area by a distance of at least 5 cm, preferably at least 8 cm, and in a particularly advantageous embodiment, at least 10 cm, along a displacement path. The displacement path of the connection unit can preferably be linear. In principle, it is also conceivable for the displacement path to have a curved profile.In particular, it is also conceivable for the sliding track to be aligned only in one direction parallel to a support plane, only in a direction orthogonal to the support plane, or for the sliding track to run both parallel and inclined to the support plane. This allows the connection unit to be designed particularly advantageously.

[0037] According to the invention, the connection point is designed to be moved downward toward the support plane. This allows a force introduced into the backrest by the shoulder belt to be introduced particularly advantageously, and in particular, the lever arm of the introduced force can be advantageously reduced in the event of a crash.

[0038] Furthermore, it is proposed that the aircraft seat device comprise a seat base having, at least at one front end, a spoiler element intended to prevent a passenger from slipping between the seat base and the multi-point restraint unit. A "spoiler element" is understood in particular to mean an element that forms a raised portion and thereby raises the seat base at its front end, particularly in a direction away from the support plane. It is conceivable that the spoiler element extends across the entire width of the seat base, is arranged only in partial areas of the seat base, or has different heights at different locations on the seat base. The spoiler element is formed by a seat cushion and / or a seat pan of the seat base. This allows the passenger to be held particularly securely in the aircraft seat in the event of a crash.

[0039] Furthermore, it is proposed that the aircraft seat device have a backrest with a pivot point located at least 1 cm above the lowest point of a seat base. A "lowest point of the seat base" is understood to mean, in particular, a point located on the seat surface of the seat base that has the shortest distance from the support plane. In particular, the lowest point is understood to mean the seat depth of the seat base.

[0040] This allows the backrest to be hinged in a particularly advantageous way for safety.

[0041] It is also proposed that a backrest have a lower region that, in a test crash, is designed to be moved against a seat direction. A "lower region" is understood to mean, in particular, a region of the backrest that is located below a pivot point of the backrest. This allows the backrest to be connected particularly advantageously.

[0042] It is further proposed that the safety device be designed to limit the head impact speed on a front unit in a test crash to less than 10 m / s and in particular to less than 6 m / s. A "head impact speed" is to be understood in particular as the speed of the head of the passenger or crash test dummy immediately before impact with the front unit. The head impact speed is, in particular, the relative speed between the head of the passenger or crash test dummy and the front unit immediately before the moment the head impacts the front unit. "Less than 10 m / s" is to be understood in particular as less than 10 m / s, preferably less than 8 m / s, and in a particularly advantageous embodiment, less than 6 m / s. This allows the safety device to be designed to be particularly safe for a passenger.

[0043] It is also proposed that the safety device be provided for an economy aircraft seat. An "economy aircraft seat" is understood to mean, in particular, an aircraft seat arranged in an economy class and preferably configured as part of an aircraft seat row consisting of at least two aircraft seats. An aircraft seat configured as an economy aircraft seat preferably has a seat base and / or a backrest that are adjustable between an upright seating position (TTL position) and a reclined comfort position. In principle, it is also conceivable for the aircraft seat to be configured as a premium economy aircraft seat, which in particular provides a larger seating area for a passenger, such as a seat width of substantially 600 mm. This allows the aircraft seat to be configured particularly advantageously.

[0044] It is further proposed that the safety device be provided for an aircraft seat weighing less than 10 kg. The weight of the aircraft seat should be understood in particular to include the weight of the aircraft seat including all the attachments that are attached to the aircraft seat in a fully assembled state, such as, in particular, a monitor, a foldable table unit, and other attachments that may be deemed appropriate by a person skilled in the art. This advantageously allows for the provision of a lightweight aircraft seat.

[0045] It is further proposed that the safety device be provided for an aircraft seat with a pivoting backrest. A "pivoting backrest" is understood in particular to mean a backrest that can be pivoted about a pivot axis between a substantially upright sitting position and an inclined comfort position, with the backrest preferably being continuously lockable between the sitting position and the comfort position. This allows the safety device to be designed particularly advantageously.

[0046] It is also proposed that the safety device comprise a connection unit with at least one connection point for the shoulder belt, wherein the connection point is arranged on a side of a backrest which, in the transverse direction, has a shorter distance from a seat base than an opposite side of the backrest. Advantageously, in particular, all connection points for shoulder belts of aircraft seats in a row of seats are each arranged on a side of the respective backrest which, in the transverse direction, has a shorter distance from a seat base than an opposite side of the corresponding backrest. Preferably, the connection points for a shoulder belt are arranged on a side of a backrest which has the shortest distance from a seat base or which faces a seat base directly.This allows the connection point to be advantageously positioned close to the seat base, thereby achieving a particularly advantageous force introduction for forces introduced into the aircraft seat via the shoulder belt.

[0047] It is further proposed that the safety device be designed as a retrofit kit. A "retrofit kit" is understood in particular to mean a device that can be installed in existing aircraft seats without the need for modification and / or re-certification. This allows the safety device to be used flexibly, particularly advantageously, even for older aircraft seat models.

[0048] Furthermore, it is proposed that the safety device have at least one communication unit designed to communicate with at least one further communication unit, in particular with a communication unit of another aircraft seating device. A "communication unit" is to be understood in particular as a unit designed for a direct exchange of data with at least one further communication unit, wherein the communication units are designed in particular to forward the data to a computing unit, wherein the computing unit is designed in particular to process the corresponding data. A "computing unit" is to be understood in particular as a unit with an information input, an information processing unit, and an information output.The computing unit advantageously comprises at least one processor, a memory, input and output means, further electrical components, an operating program, control routines, control routines and / or calculation routines. The components of the computing unit are preferably arranged on a common circuit board and / or advantageously arranged in a common housing. It is preferably conceivable for the communication unit to be provided for communication with at least one pyrotechnic element of the safety device, which is provided, for example, for triggering an airbag. As a result, the safety device can advantageously be designed such that it can communicate directly and, in particular, without a cable via an on-board electronics system of an aircraft with other aircraft seats, and thus safety-relevant data can advantageously be exchanged.

[0049] It is further proposed that the communication unit be at least configured to receive and / or transmit information about the occupancy status of an aircraft seat. The term "occupancy status of an aircraft seat" is understood to mean, in particular, a status that assumes a different value depending on whether a passenger is sitting in an aircraft seat or whether the aircraft seat is vacant. This advantageously allows for detecting whether a passenger is sitting in an aircraft seat, so that the behavior of the safety device can be advantageously adjusted in the event of a crash.

[0050] It is also proposed that the safety device have at least one adjustment unit designed to adjust at least one crash parameter depending on at least one occupancy state of an aircraft seat. An "adjustment unit" is understood in particular to mean a unit designed to change the behavior of an aircraft seat in the event of a crash by adjusting at least one element or component of the safety device. The safety device can be designed to activate or deactivate special devices and / or devices of the safety device, such as a release device, depending on an occupancy state. This can further increase safety.

[0051] It is further proposed that the safety device be designed to variably utilize a free space, such as, in particular, a free space resulting from a seat displacement. This allows for advantageous use of a seat movement during a crash to utilize at least one unit or device of the safety device.

[0052] Furthermore, it is proposed that the safety device be provided for a business-class aircraft seat. A "business-class aircraft seat" is understood to mean, in particular, an aircraft seat with a corresponding seating area, which is intended for a business class passenger in an aircraft and can preferably be moved into a fully reclining position. This allows the aircraft seat to be advantageously designed.

[0053] It is further proposed that the safety device be designed to utilize a movement of at least part of an aircraft seat triggered by actuator play / triggering play in the event of a crash, in particular for triggering a belt tensioner. "Actuator play" is understood in particular to mean a range of motion that arises in particular due to play in actuators intended for adjusting various elements of the aircraft seat, such as a backrest, a seat base, or a footrest, in the event of a crash. The forces acting in the event of a crash cause elements of an actuator that are movable relative to one another to move relative to one another, causing the corresponding components of the aircraft seat coupled to the actuator to also move.This means that freedom of movement resulting from the design of the aircraft seat can be used to activate at least one safety feature of the safety device in the event of a crash.

[0054] It is further proposed that one side of the backrest, which is connected to a connection point for the shoulder belt, be reinforced. "Reinforced" should be understood to mean "reinforced," in particular, in contrast to the opposite side of the backrest, to which the multi-point restraint unit is not connected. "Reinforced" is understood to mean, in particular, that the side has greater rigidity due to design measures. The reinforcement can be achieved, in particular, by increasing the material thickness, attaching additional stiffening elements, or attaching reinforcing inserts to a shell element. This allows the backrest to be particularly advantageously rigid yet lightweight, whereby forces introduced into the backrest, in particular by the multi-point restraint unit, can be reliably diverted to the support unit.

[0055] The aircraft seat device according to the invention is not intended to be limited to the application and embodiment described above. In particular, the aircraft seat device according to the invention may have a number of individual elements, components, and units that differs from the number stated herein to fulfill a functionality described herein. Drawings

[0056] Further advantages will become apparent from the following description of the drawings. The drawings illustrate two exemplary embodiments of the invention. The drawings, the description, and the claims contain numerous features in combination. Those skilled in the art will also expediently consider the features individually and combine them into useful further combinations.

[0057] They show: Fig. 1 is a schematic representation of an aircraft seat device according to the invention in a first exemplary embodiment, with a safety device arranged on an aircraft seat designed as an economy aircraft seat, Fig. 2 is a schematic representation of an aircraft seat with the safety device according to the invention during a test crash with a front-mounted unit, Fig. 3 is a schematic representation of a part, in particular of a basic structure of an aircraft seat row, Fig. 4 is a schematic representation of a front-mounted unit designed as a backrest, Fig. 5 is a schematic representation of a part of an aircraft seat with a safety device comprising a multi-point restraint unit, Fig. 6 is a further schematic representation of a part of an aircraft seat with a safety device comprising a multi-point restraint unit, Fig.7 shows a schematic representation of a belt of the multi-point restraint unit with a destructive element designed as a tear-open seam in two states. Fig. 8 shows a schematic representation of part of a backrest and a seat divider of an aircraft seat with a stop element. Fig. 9 shows a schematic representation of an aircraft seat device according to the invention in a second exemplary embodiment, with an aircraft seat designed as a business class aircraft seat. Description of the embodiments

[0058] The Figures 1 to 8show a first embodiment of an aircraft seat device according to the invention. The aircraft seat device is part of an aircraft seat 10a. The aircraft seat 10a is designed as an economy aircraft seat. In principle, it is also conceivable for the aircraft seat to be designed as a premium economy aircraft seat. The aircraft seat 10a is intended to be mounted on a stand in an aircraft (not shown in detail). In an assembled state, the aircraft seat is mounted on a stand in an aircraft cabin. For this purpose, the aircraft seat 10a has a stand unit 12a. By means of the stand unit 12a, the aircraft seat 10a can be mounted on a stand plane 14a. The stand plane 14a is formed by a floor of an aircraft cabin. In principle, it is also conceivable for the stand plane 14a to be formed by a test carriage of a test device by means of which the aircraft seat is tested in a crash test.The aircraft seat 10a is designed as an economy aircraft seat. The aircraft seat 10a is designed as part of an aircraft seat row 16a. The aircraft seat 10a is designed in particular as part of an aircraft seat row 16a, which comprises three at least substantially identically designed aircraft seats 10a, 18a, 20a. The aircraft seats 10a, 18a, 20a are substantially identically designed, which is why only the aircraft seat 10a will be described in more detail below. The aircraft seat 10a is designed as a middle seat. By means of the support unit 12a, all aircraft seats 10a, 18a, 20a of the aircraft seat row 16a are mounted on the support level 14a. The support unit 12a is provided for firmly connecting the aircraft seat 10a to the support level 14a via connecting rails (not shown in detail). The connecting rails are preferably integrated into the cabin floor of an aircraft cabin.For connection to a test sled, the connection rails can also be fixed to a connection area of ​​the test sled.

[0059] The support unit 14a has two front seat feet 22a, 24a and two rear seat feet 26a, 28a. Each front seat foot 22a, 24a and rear seat foot 26a, 28a are designed as a pair and arranged together in the same connecting rail. In principle, it is also conceivable for the front seat feet 22a, 24a and rear seat feet 26a, 28a, designed as a pair, to be formed integrally with one another. At the lower ends facing the connecting rails, the seat feet are each positively connected to the corresponding connecting rail via a form-locking element. The form-locking elements are designed as fittings. The support unit 14a has two support elements 30a, 32a. The support elements 30a, 32a are designed as cross members. The support elements 30a, 32a are designed as support tubes. The support elements 30a, 32a extend in a transverse direction of the aircraft seat 10a.The support elements 30a, 32a extend essentially across the entire width of the aircraft seat row. The support elements 30a, 32a are firmly connected to the seat feet 22a, 24a, 26a, 28a of the support unit 12a. In principle, it is also conceivable for the support unit 12a to have only one support element. The aircraft seat 10a comprises two seat dividers 34a, 36a. The seat dividers 34a, 36a are connected to the support elements 30a, 32a. The seat dividers 34a, 36a are essentially designed like seat dividers known from the prior art and will therefore not be described in detail here. The seat row 16a comprises two further outer seat dividers 136a, 138a. The outer seat dividers 134a, 136a close the support elements 30a, 32a at the lateral ends of the seat row 16a.

[0060] The support unit 12a has a luggage bar 130a. The luggage bar 130a is provided to prevent objects, such as luggage in particular, from slipping underneath the aircraft seat 10a or the aircraft seat row 16a. The luggage bar is arranged between a cabin floor and the support elements 30a, 32a. The luggage bar 130a runs parallel to the seating direction in the side regions of the aircraft seat row 16a. In a transverse direction, the luggage bar 130a runs essentially parallel to the front support element 30a in the region of the front seat feet 22a, 24a. The luggage bar 130a is firmly coupled to the front seat feet 22a, 24a. The luggage bar 130a can be formed in one piece or in multiple parts. The support unit 12a has two support struts 132a, 134a. The support struts 132a, 134a are provided to provide an additional load path between the front support element 30a, respectively.to provide the outer seat dividers and the seat feet. The support struts 132a, 134a each extend, in particular, from a region of an outer seat divider 136a, 138a to one of the front seat feet 22a, 24a. The support struts 132a, 134a are each firmly connected to the front support element 30a with an upper end facing the respective seat divider 136a, 138a. The support struts 132a, 134a are preferably connected, in particular, to the front support element 30a via clamps (not shown in detail). The support struts 132a, 134a are each firmly connected to the luggage bar 130a with their ends facing the seat feet 22a, 24a. The support struts 132a, 134a are preferably connected to the luggage bar 130a, particularly directly in an area adjacent to the respective seat leg 22a, 24a. This allows a particularly advantageous force flow to be introduced into the seat legs 22a, 24a.In principle, it is also conceivable for the support struts 132a, 134a to be directly connected to the corresponding seat base 22a, 24a at a lower end. It would also be conceivable for the support struts to be designed as tension struts and to be guided to the rear support element 32a with an upper end instead of to the front support element 30a and to be directly or indirectly connected to the rear support element 32a in the area of ​​the latter.

[0061] The aircraft seat 10a has a seat base 38a. The seat base 38a is connected to the support unit 12a. The seat base 38a is preferably coupled to the support unit 12a in a manner known from the prior art. The aircraft seat 10a comprises a backrest 40a. The backrest 40a is pivotally mounted. The backrest 40a is pivotally mounted to the seat dividers 34a, 36a via pivot bearings (not shown in detail). The pivot bearings form a connection point for the backrest 40a. The backrest 40a has a pivot point 42a about which the backrest 40a can be pivoted relative to the support unit 12a. The pivot point 42a is formed by the pivot bearings via which the backrest 40a is connected to the seat dividers 34a, 36a. The backrest 40a has a lower region. The lower portion of the backrest 40a is located below the pivot point 42a.In the event of a crash, the lower region of the backrest 40a is designed to be moved counter to the seating direction of the aircraft seat 10a. The backrest 40a exhibits advantageous flexural rigidity for a crash. The backrest exhibits a generic backrest rigidity greater than 10 N / mm. If the backrest 40a is firmly attached at a lower end, in particular at the connection point of the backrest 40a, and a force of 100 N directed in the seating direction acts on an upper end 44a of the backrest 40a, the upper end 44a of the backrest 40a is deflected by 1 cm in the seating direction. This allows the backrest to be designed particularly advantageously for a crash.The aircraft seat 10a, including all of its attachments, in particular those described here and all other attachments not specified in detail here, such as a monitor, a table unit, and / or a tablet holder, weighs less than 10 kg. The backrest 40a forms a frame 140a. The frame 140a forms a supporting structure of the backrest 40a. The frame essentially has a U-shaped basic form. At a lower end, the frame is coupled to the support unit 12a. The frame 140a is coupled to the support unit 12a via the seat dividers 34a, 36a. In an upper region, the backrest 40a has a first transverse stiffening element 142. The first transverse stiffening element 142a is designed as a plate that directly connects two side parts of the frame 140a to one another in an upper region of the backrest 40a.The transverse stiffening element 142a is designed as a metal plate or, for example, a plate made of fiber-reinforced plastic. The transverse stiffening element 142a is provided for stiffening the frame 140a of the backrest 40. The transverse stiffening element 142a designed as a plate can, for example, have various recesses, which serve in particular to reduce weight. In principle, it is also conceivable for the transverse stiffening element 142a to be designed as a continuous plate. The backrest 40a has a second transverse stiffening element 144a in a central region. The second transverse stiffening element 144a is designed as a strut that extends in the central region of the backrest 40a from one side part of the frame 140a to the opposite side part of the frame 140a.The second transverse stiffening element 144a is provided for stiffening the frame 140a and in particular for transmitting forces between the two side parts of the frame 140 in the central region.

[0062] In principle, it is also conceivable that the backrest 40a has a different supporting structure. It is particularly conceivable that the backrest 40a is formed by a shell, in particular a shell made of a fiber-reinforced plastic. Figure 3The aircraft seat 18a of seat row 16a, arranged next to the aircraft seat 10a, is shown by way of example with a backrest 148a formed by a shell element 150 instead of a frame 140a. The shell element 150 is designed as a shell made of a fiber-reinforced plastic, for example, a GRP, a CFRP, or another fiber-reinforced plastic that appears appropriate to a person skilled in the art. The shell element 150a can advantageously be formed, in particular, from several layers. The shell element 150a is reinforced in a region 152a, which is on one side on which a connection element for a multi-point restraint unit is connected to the backrest 148a. In the region 152a, the shell element 150a is reinforced in contrast to the opposite side of the shell element 150a.In particular, it is conceivable for reinforcing elements, such as additional layers of CFRP or GFRP, metal plates, or other reinforcing elements, to be inserted into the shell element 150a and firmly connected to it. In principle, it is also conceivable for the shell element 150a to have a greater thickness on the side of the region 152a than on the opposite side. The shell element 150a could, in particular, have a trapezoidal shape in cross-section. The connecting element for connecting the multi-point restraint unit is firmly connected to the shell element 150a, in particular in the region 152a. In principle, it would also be conceivable for the connecting element to be formed integrally with the shell element 150a and, for example, to be inserted therein.

[0063] The aircraft seat device has a safety device 46a. The safety device 46a is intended for the aircraft seat 10a designed as an economy aircraft seat. The safety device 46a is intended for the aircraft seat 10a that weighs less than 10 kg, in particular. The safety device 46a is intended in particular for the aircraft seat 10a with the pivotable backrest 40a. The safety device 46a is to be secured to secure a passenger on the aircraft seat 10a. The securing device 46a is designed as a retrofit kit. The securing device 46a is intended in particular to be integrated into existing, in particular approved, aircraft seats. The securing device 46a is intended to secure the passenger as safely as possible on the aircraft seat 10a and in particular to reduce the risk of injury to the passenger.The safety device 46a is provided to permit head contact with an upstream unit 48a in the event of a crash. The safety device 46a is particularly provided to permit head contact with the upstream unit 48a in a test crash. A test crash is designed as a crash that is carried out in a test procedure simulating a real crash on an appropriately designed test device. In a test crash, a crash test dummy 50a is arranged on the aircraft seat 10a and secured to the aircraft seat 10a by means of the safety device 46a. The crash test dummy 50a is arranged in an upright sitting position on the aircraft seat 10a. In the test crash, the safety device 46a is provided to secure the crash test dummy 50a to the aircraft seat 10a.The securing device 46a is provided to secure the crash test dummy 50a in the aircraft seat 10a such that particularly advantageous acceleration, impact force, and / or safety values ​​can be achieved in the test crash event. The safety device 46a is provided to limit a head impact speed on the upstream unit 48a in the test crash event to less than 6 m / s. A head impact speed is defined as the speed of a head 52a of the crash test dummy 50a shortly before impact with the upstream element 48a. As a result, the aircraft seat 10a with the safety device 46a can be designed to be particularly safe. In an aircraft seat 10a mounted on a support in an aircraft cabin, the securing device 46a is provided to secure a passenger sitting on the aircraft seat 10a in the aircraft seat.The safety device 46a is intended to secure the passenger sitting on the aircraft seat 10a in the event of a crash and to protect them from injury. In a crash, the safety device 46a is intended to fulfill the same safety measures for the passenger as the crash test dummy 50a in the test crash.

[0064] The terms "test crash case" and "crash case" as well as "crash test dummy" and "passenger" can be interchanged as desired for the explanation of the safety device 46a.

[0065] The upstream unit 48a is embodied, for example, as a further aircraft seat arranged in front of the aircraft seat 10a, in particular as a backrest of the further aircraft seat. The securing device 46a defines a contact field 52a. The contact field 52a is embodied as a head contact field. The contact field 52a is embodied as an area on the upstream unit 48a in which the crash test dummy 50a comes into contact with the upstream unit 48a in the event of a test crash, in particular with its head. The contact field 52a is arranged in an upper area of ​​the upstream unit 48a embodied as a backrest. The contact field 52a is arranged in an upper quarter of the upstream unit 48a embodied as a backrest. The contact field 52a has a width of 200 mm. The contact field 52a has a height of 200 mm.The safety device 46a is provided, in particular, to ensure that the crash test dummy 50a impacts the contact field 52a with its head in 99% of the repetitions of the test crash. As a result, the upstream unit 48a, in particular in the contact field 52a, can be particularly advantageously configured to advantageously configure corresponding acceleration values ​​of the crash test dummy 50a in the test crash. The safety device 46a is provided, by the devices, components, and properties described below, to define the contact field 52a and, in particular, to limit the head impact speed to below 6 m / s. It is conceivable that all of the devices, components, and properties of the safety device 46a described below are implemented, or that only individual devices, components, and / or properties are implemented.

[0066] The securing device 46a has a multi-point restraint unit 54a. The multi-point restraint unit 54a is provided for securing the passenger on the aircraft seat 10a. A passenger can be strapped into the aircraft seat 10a using the multi-point restraint unit 54a. The multi-point restraint unit 54a is designed as a three-point belt. The multi-point restraint unit 54a comprises a lap belt 56a and a shoulder belt 58. The lap belt 56a is provided to secure the passenger in a pelvic and hip area. When the multi-point restraint unit 54a is closed, the lap belt 56a is provided to span the seat base 38a. When the multi-point restraint unit 54a is closed, the lap belt 56a is provided so that the passenger is positioned with a pelvic and lap area between the seat base 38a and the lap belt 56a.The shoulder strap 58a is intended to secure the upper body of the passenger to the aircraft seat 10a. In particular, the shoulder strap 58a is intended to extend from an upper region of the backrest 40a across a backrest surface of the backrest 40a to a lower end of the backrest 40a to secure the passenger on the aircraft seat 10a. When the multi-point restraint unit 54a is closed, the shoulder strap 58a extends across the torso of the passenger, thus securing the passenger.

[0067] To connect the multi-point restraint unit 54a to the aircraft seat 10a, the safety device 46a has a connection unit 60a. The connection unit 60a is intended to reliably and securely connect the multi-point restraint unit 54a to the aircraft seat 10a. The connection unit 60a has a first connection point 62a, to which the lap belt 56a is connected to the aircraft seat 10a with a first end. The first connection point 62a is firmly connected to the support unit 12a of the aircraft seat 10a on a first side of the aircraft seat 10a. The connection point 62a permanently and securely connects the lap belt 56a with its first end to the support unit 12a in an assembled state. The connection unit 60a has a second connection point 64a. Via the second connection point 64a, the lap belt 56a can be connected with a second end, together with a second end of the shoulder belt 58a, to the support unit 12a.The second connection point 64a forms a belt buckle, via which the lap belt 56a and the shoulder belt 58a can be firmly connected to the support unit 12a of the aircraft seat 10a when the multi-point restraint unit 54a is closed, and separated from the support unit 12a of the aircraft seat when the multi-point restraint unit 54a is open. In principle, it is also conceivable for a second end of the lap belt 56a to be permanently fixed to the support unit 12a via the second connection point 64a, and for the multi-point restraint unit 54a to have a separate belt buckle, which is arranged in a region of the second end of the lap belt 56a and divides it into two separable sections, wherein the shoulder belt can be fastened to the belt buckle with a second end.The connection unit 60a has a third connection point 66a, via which the shoulder strap 58a is firmly connected to the aircraft seat 10a at a first end. The shoulder strap 58a is firmly connected to the backrest 40a of the aircraft seat 10a at the third connection point 66a. The third connection point 66a is arranged in an upper region of the backrest 40a. The shoulder strap 58a is firmly connected to a supporting structure of the backrest 40a via the third connection point 66a. The connection unit 60a is designed to displace the connection point 66a, via which the shoulder strap is connected to the aircraft seat at a first, upper end, during a crash. The connection unit 60a has a displacement mechanism 68a. The displacement mechanism 68a is intended to move the connection point 66a by 10 cm in the event of a crash.The displacement mechanism 68a is provided to displace the connection point 66a along a movement path in the event of a crash. The displacement mechanism 68a is provided to adjust the connection point 66a downwards in the direction of the support plane 14a in the event of a crash. The movement path along which the third connection point 66a is adjustable is oriented essentially vertically. In principle, it is also conceivable for the connection point 66a to be movable along the movement path both vertically and in the direction of the seat or counter to the direction of the seat. In principle, it is also conceivable for the movement path along which the third connection point 66a is adjustable to have a directional component that is oriented in a transverse direction.The displacement mechanism 68a is intended to adjust the connection point 66a of the connection unit 60a downwards as of a defined force acting on the multi-point restraint unit 54a during the crash. Figure 5 shows schematically an adjustment of the third connection point 68a of the connection unit 60a. Figure 6 shows a connection unit 60a, which is designed differently compared to the above description and is intended to move all three connection points 62a, 64a, 66a, via which the lap belt 56a and the shoulder belt 58a are connected to the aircraft seat 10a, in the event of a crash, via a displacement mechanism 68a. For example, it is conceivable that the connection points 62a, 64a for connecting the lap belt 56a are moved forward in the event of a crash (see Figure 6 ).

[0068] The third attachment point 66a for attaching the shoulder strap 58a is arranged in an area above the seat feet 24a, 28a. The backrest 40a comprises a attachment element 146a via which the shoulder strap 58a is firmly connected to the backrest 40. The attachment element 146a is connected to the frame 140a of the backrest. The attachment element 146a is, in particular, firmly connected to the transverse stiffening element 142a. One side of the backrest 40a, to which attachment point 66a for the shoulder strap 58a is attached, is reinforced. The frame 140a of the backrest 40 is reinforced on the side to which the shoulder strap 58a is attached to the backrest. For this purpose, the corresponding side part of the frame 140 has a greater material thickness and a larger diameter than the opposite side part of the frame 140a.In principle, it is also conceivable for the frame on the corresponding side to be made of a different, in particular stiffer, material, or for corresponding reinforcing elements made of a stiffer material to be integrated into the corresponding side part of the frame 140a. In this way, belt forces, in particular, can be better introduced into the backrest. As a result, unfavorable deformation of the backrest 40a in the event of an overload can advantageously be avoided. The attachment point 66a is arranged, in particular, substantially above the seat feet 24a, 28a. The attachment point 66a for the shoulder belt 58a is arranged on a side of the backrest 40a that faces a seat foot 24a, 28a in the transverse direction. The attachment point 66a is arranged, in particular, on a side of a backrest that is transversely spaced shorter from a seat foot 24a, 26a, 28a, 30a than an opposite side of the backrest 40a.In a case where the seat feet 24a, 26a, 28a, 30a are arranged next to the backrest 40a, the side on which the attachment point 66a is arranged is designed as the side of the backrest 40a that faces the corresponding next seat foot 24a, 26a, 28a, 30a in the transverse direction. In a case where the seat feet 24a, 26a, 28a, 30a are arranged below the backrest 40a, the attachment point 66a for the shoulder strap 58a is arranged on the side of the backrest 40a that has a smaller distance in the transverse direction from the corresponding seat foot 24a, 26a, 28a, 30a arranged below the backrest 40a. Due to the small distance between the connection point 66a for connecting the shoulder belt 58 and the seat feet 24a, 28a, a force from the shoulder belt 58a is advantageously introduced into the backrest 40a close to the seat feet 24a, 28a and to the seat divider 36a.As a result, particularly in the event of a crash, a load path of a force introduced into the backrest via the shoulder strap 58a is advantageously direct into the support unit 12a. The forces can advantageously be diverted directly into the support unit 12a and thus into the support plane 14a. In an aircraft seat row 16a with several aircraft seats 10a, 18a, 20a, all connection points 66a of the shoulder straps 58a of the aircraft seats 10a, 18a, 20a are advantageously arranged in the region of the seat feet 22a, 24a, 26a, 28a. In an aircraft seat row 16a with a plurality of aircraft seats 10a, 18a, 20a, all attachment points 66a of the shoulder straps 58a of the aircraft seats 10a, 18a, 20a are advantageously arranged on one side of the respective backrest 40a, which in the transverse direction have a smaller distance to a seat foot 22a, 24a, 26a, 28a than the opposite side of the corresponding backrest 40a.

[0069] The shoulder strap 58a of the multi-point restraint unit 54a is designed to be removable. The shoulder strap 58a is designed to be removable, in particular, from the lap belt 56a. The shoulder strap 58a is removable separately from the lap belt 56a, in particular, by means of the belt buckle formed by the second attachment point 64a. As a result, the lap belt 56a can be used without the shoulder strap 58a to secure the passenger to the aircraft seat via the multi-point restraint unit. When not in use, the shoulder strap 58a can be stowed in a designated receptacle in the backrest 40a. In principle, it is also conceivable for the shoulder strap 58a to be non-destructively detached from the backrest 40a at its first end, i.e., at the third attachment point 66a of the attachment unit 60a.For example, it is conceivable that the shoulder belt 58a can be completely removed from the aircraft seat 10a, while the rest of the multi-point restraint unit 54a, namely in particular the lap belt 56a, can continue to be used to secure a passenger.

[0070] The safety device 46a has a stop element 126a. The stop element 126a is provided to limit the maximum pivoting angle of the backrest 40a in the event of a crash by directly supporting it on the seat divider 36a. The stop element 126a is firmly connected to the seat divider 36a. Preferably, the stop element 126a is firmly connected to the seat divider 36a by means of a screw connection. In principle, it would also be conceivable for the stop element 126a to be formed integrally with the seat divider 36a or to be firmly connected to the seat divider 36a in another manner that would be deemed appropriate by a person skilled in the art. The stop element 126a is L-shaped. A long section of the stop element 126a rests against the seat divider 36a. A short section forms a stop surface 128a on a side oriented in the direction of the seat. The stop element 126a is arranged behind the lower area of ​​the backrest 40a.In a normal operating state, the stop element 126a is arranged at a distance from the backrest 40a, in particular from the lower region of the backrest 40a, in all permissible positions of the backrest 40a. In a TTL position and in a comfort position of the backrest 40a, the stop element 126a is arranged at a distance from the backrest 40a. In the event of a crash, the stop element 126a is provided to limit a pivoting of the backrest 40a with an upper region forward to a maximum position by contacting the lower region of the backrest 40a. The backrest 40a is preferably pivoted forward by a maximum of 30 degrees from the TTL position. In the event of a crash, the lower region of the backrest 40a moves backward toward the stop element 126a, opposite to the seating direction. When the maximum position is reached, the lower area of ​​the backrest 40a strikes the stop surface 128a of the stop element 126a.This prevents further pivoting of the backrest 40a, in particular before a maximum adjustment limited by a corresponding pivot bearing and actuator is reached. If the backrest 40a is struck by its lower region against the stop element 126a in the event of a crash, a force, in particular a force introduced into the backrest 40a by the shoulder belt, can be introduced directly from the lower end of the backrest 40a into the seat divider 36a and thus into the support unit 12a. As a result, in the event of a crash, a force introduced into the backrest 40a, in particular a force introduced into the backrest 40a by the shoulder belt 58a, can advantageously be diverted directly into the seat divider 36a and the support unit 12a. This allows a particularly advantageous force flow to be achieved. In principle, it would also be conceivable for the backrest 40a to rest against the stop element 126a in the TTL position.This would prevent the backrest 40a from rotating forward in the event of a crash. A force introduced into the backrest 40a by the shoulder belt 58a could be introduced directly into the seat divider 36a without prior pivoting in the TTL position. In principle, it would also be conceivable for a force limiter to be integrated into the stop element 126a, so that the stop element 126a prevents rotation of the backrest 40a only up to a defined force and, above this force, allows rotation of the backrest 40a. The force limiter could be designed as a predetermined breaking point. This would allow a force introduced into the backrest 40a by the shoulder belt 58a to be initially supported at the seat divider, and then advantageously allow rotation of the backrest 40a.

[0071] The safety device 46a has a tensioning unit 70a. The tensioning unit 70a is intended to at least partially tension the multi-point restraint unit 54a, at least in the event of a crash. The tensioning unit 70a is intended to tension the shoulder belt 58a in the event of a crash. The tensioning unit 70a is designed as a belt tensioning unit. The tensioning unit 70a is arranged within a base body of the backrest 40a. The tensioning unit 70a is arranged in an upper region of the backrest 40a. The tensioning unit 70a is connected to the first end of the shoulder belt 58a. The tensioning unit 70a is intended to tension the shoulder belt 58a by introducing a force via the first end of the shoulder belt 58a. The tensioning unit 70a is designed as a belt tensioning unit known from the prior art.The tensioning unit 70a is further provided for tensioning the lap belt 56a of the multi-point restraint unit 54a through the shoulder belt 58a of the multi-point restraint unit 54a. For this purpose, the tensioning unit 70a has a coupling element that couples the lap belt 56a, in particular a first end of the lap belt 56a, to the shoulder strap 58a. By moving the shoulder belt 58a, in particular by tightening the shoulder belt 58a, a movement is transmitted via the coupling element of the tensioning unit 70a to the lap belt 56a, thereby tightening it. In principle, it is also conceivable for the safety device 46a to have a further tensioning unit, which is provided in particular solely for tightening the lap belt 56a of the multi-point restraint unit 54a.

[0072] The safety device 46a has a release device 72a. The release device 72a is intended to permit a defined movement of a passenger in the event of a test crash. The release device 72a is intended to permit a pivoting movement of the backrest 40a. The release device 72a has a tilt unit 74a. The tilt unit 74a is intended to tilt the aircraft seat 10a forward in the event of a crash. By tilting the aircraft seat 10a forward, the release device 72a can permit a defined movement of the passenger via the tilt unit 74a. The tilt unit 74a has two damping elements 76a, 78a. The two damping elements 76a, 78a are arranged in the front seat feet 22a, 24a of the support unit 12a. The damping elements 76a, 78a are designed to be compressed in the event of a crash. The tilt unit 74a has two additional damping units 80a, 82a.The two damping elements 80a, 82a are arranged in the rear seat feet 26a, 28a of the support unit 12a. The damping units 80a, 82a are designed to be stretched in the event of a crash. The damping units 76a, 78a, 80a, 82a are designed, in particular, to be stretched or compressed starting from a defined force acting on them. The damping units 76a, 78a, 80a, 82a are designed, in particular, to remain unchanged under forces corresponding to normal operation of the aircraft seat 10a. In a normal operating state of the aircraft seat 10a, the damping units 76a, 78a, 80a, 82a are neither compressed nor stretched. The damping units 76a, 78a, 80a, 82a allow the length of the respective seat feet 22a, 24a, 26a, 28a to be changed.By extending the rear seat feet 26a, 28a and compressing the front seat feet 22a, 24a, the support unit 12a and thereby the aircraft seat 10a are pivoted forward relative to the support plane 14a.

[0073] The release device 72a has a force limiter 84a. The force limiter 84a is designed as a belt force limiter. The force limiter 84a is intended to at least partially limit a force acting in the multi-point restraint unit 54a. As a result, the force limiter 84a is also intended to limit a force transmitted to the passenger via the multi-point restraint unit 54a and thereby minimize the risk of injury. The force limiter 84a is intended to limit a force in the shoulder belt 58a. The force limiter 84a is intended to limit the force in the shoulder belt 58a to 2.2 kN. The force limiter 84a is arranged at a first end of the shoulder belt 58a. It is conceivable for the force limiter 84a to be integrated into the connection unit 60a. The force limiter 84a is designed as a belt force limiter known from the prior art.The force limiter 84a yields when a defined force acts on the shoulder belt 58a, thereby allowing the shoulder belt 58a to be extended. The release device 72a has a force limiter 86a. The force limiter 86a is designed as a belt force limiter. The force limiter 86a is provided to at least partially limit a force acting in the multi-point restraint unit 54a. As a result, the force limiter 86a is also provided to limit a force transmitted to the passenger via the multi-point restraint unit 54a, thereby minimizing the risk of injury. The force limiter 86a is provided to limit a force in the lap belt 56a. The force limiter 86a is provided to limit the force in the lap belt 56a to 3.3 kN. The force limiter 86a is arranged at a first end of the lap belt 56a. It is conceivable that the force limiter 86a is integrated into the connection unit 60a.

[0074] The release device 72a is provided to permit a pelvic movement of the passenger. The release device 72a is provided to permit a movement of a pelvis or a pelvic region of a passenger in the direction of flight in the event of a crash. The release device 72a is provided to permit a pelvic movement of the passenger relative to the seat base 38a. In principle, it would also be conceivable for the release device 72a to be provided to permit a pelvic movement of the passenger together with the seat base 38a relative to the support plane 14a. The release device 72a has at least one destructive element 88a. The destructive element 88a is designed as a tear-open seam in the multi-point restraint unit 54a. The release device 72a has a further destructive element 90a. The further destructive element 90a is designed as a tear-open seam.The destructive elements 88a, 90a, designed as tear seams, are incorporated into the lap belt 56a of the multi-point restraint unit 54a. In principle, it is also conceivable for at least one or both of the destructive elements 88a, 90a, designed as tear seams, to be incorporated into the shoulder belt 58a of the multi-point restraint unit 54a. The tear seams firmly connect two sections of the lap belt 56a, which are superimposed by a doubling 92a of the lap belt 56a. In a normal operating state, forces can be transmitted via the destructive elements 88a, 90a, designed as tear seams. From a defined force acting on the lap belt 56a, the destructive elements 88a, 90a are destroyed, allowing partial movement of the lap belt 56a. The defined force is designed as a force that acts on the lap belt 56a only in the event of a crash and in particular not in a normal operating state.The destructive elements 88a, 90a, designed as tear-open seams, tear open and separate the partial areas connected by them in the corresponding doubling 92a of the lap belt 56a. This allows the lap belt 56a to be extended by a length of the doubling 92a. By extending the lap belt 56a through the destruction of the destructive elements 88a, 90a, the passenger can move his pelvic area relative to the seat base 38a and thus relative to the support plane 14a, since the passenger is temporarily no longer held so tightly to the aircraft seat 10a in his pelvic area by the lap belt 56a. The two destructive elements 88a, 90a are intended to be destroyed, in particular to tear, under different loads. This allows a permitted pelvic movement of the passenger to be specifically controlled. In the . Figure 7A destructive element 88a, 90a designed as a tear seam is shown schematically, once in an intact state and once in a torn state.

[0075] The safety device 46a has a further release device 94a. The release device 94a is integrated into the support unit 12a of the aircraft seat 10a. The release device 94a is intended to permit a pelvic movement of the passenger. The release device 94a is intended to permit a movement of a pelvis or a pelvic region of a passenger in the direction of flight in the event of a crash. The release device 94a is intended to move the passenger together with a part of the support unit 12a and the seat base 38a relative to the support plane 14a. The release device 94a has an aircraft seat connection element 98a. In an assembled state, the aircraft seat connection element 98a is firmly and securely connected to the connection rail of the aircraft cabin.The aircraft seat connection element 98a has a fixed portion that is firmly connected to the connection rail, and a portion that is axially displaceable relative to the fixed portion. The displaceable portion of the aircraft seat connection element 98a is firmly connected to the seat feet 22a, 24a, 26a, 28a of the support unit 12a. In a normal operating state, the fixed portion and the displaceable portion are fixedly positioned relative to one another. In the event of a crash, particularly when a defined force acts on the aircraft seat connection element 98a, the displaceable portion separates from the fixed portion, and the displaceable portion can be moved along a guide rail to the fixed portion and thus to the support plane. The aircraft seat connection element 98a is intended to allow a movement of 10 inches from the support unit 12a relative to the support unit 12a in the event of a crash.

[0076] The safety device 46a has an energy conversion unit 96a. The energy conversion unit 96a is designed to at least partially convert the passenger's kinetic energy in the event of a crash. The energy conversion unit 96a is designed to effect a change in the passenger's body kinematics to reduce a head velocity and / or an impact velocity on the upstream unit 18a in the event of a crash. By converting the passenger's kinetic energy after release by the release device 72a, a "whip motion" of the passenger's upper body can be prevented, thereby reducing the risk of injury. The energy conversion unit 96a is designed to at least partially convert the passenger's kinetic energy in a test crash after release of movement by the release device 72a.The energy conversion unit 96a is integrated into the multipoint restraint unit 54a. The energy conversion unit 96a is designed to convert the kinetic energy of the passenger relative to the aircraft seat 10a and the multipoint restraint unit 54a, which the passenger possesses after being released to move by the release device 72a, 94a. For this purpose, the energy conversion unit 96a is connected to the shoulder strap 58a of the multipoint restraint unit 54a. The energy conversion unit 96a converts at least a portion of the force exerted by the passenger on the shoulder strap 58a of the multipoint restraint unit 54a. For this purpose, the energy conversion unit 96a comprises a plurality of conversion units 100a, 102a arranged one behind the other. The conversion units 100a, 102a are provided to convert a kinetic energy of the shoulder strap 58a into a deformation energy.For this purpose, the conversion units 100a 102a have several deformation elements, not shown in detail, which are plastically deformed to convert the kinetic energy.

[0077] The safety device 46a has an energy conversion unit 104a. The energy conversion unit 104a is designed to at least partially convert the passenger's kinetic energy in the event of a crash. The energy conversion unit 104a is designed to cause the passenger to rotate in the event of a crash. The energy conversion unit 104a has a rotation unit 106a. The rotation unit 106a is integrated into the support unit 12a and the seat base 38a. The rotation unit 106a is designed to convert the passenger's kinetic energy and / or acceleration energy acting on the aircraft seat into a rotation of the seat base 38a. The rotation unit 106a is designed to mount the seat base 38a so that it can rotate about an axis that is substantially perpendicular to the support plane. The rotation unit 106a is intended to rotate the seat base 38a by 20 degrees in the event of a crash.The rotation unit 106a has a bearing (not shown in detail) which pivotally supports the seat base 38a relative to the support unit 12a.

[0078] The safety device 46a has an energy conversion unit 108a. The energy conversion unit 108a is formed by the seat base 38a. The energy conversion unit 108a is provided to convert the passenger's kinetic energy by deforming the seat base 38a and / or a seat cushion arranged on the seat base 38a. The seat base 38a has a spoiler element 110a at a front end. The spoiler element 110a is provided to prevent a passenger from slipping between the seat base 38a and the multi-point restraint unit 54a, in particular between the lap belt 56a of the multi-point restraint unit 54a. The spoiler element 110a is designed as a ramp. The spoiler element 110a forms an inclined surface in the front region of the seat base 38a that is inclined toward the backrest 40a.

[0079] The safety device 46a has a communication unit 112a. The communication unit 112a is provided for communicating with further communication units of other aircraft seats that are also arranged in the aircraft cabin. The communication unit 112a is provided for wireless communication with further communication units. The communication unit 112a is part of an aircraft seat computing unit (not shown in detail). The aircraft seat computing unit is designed as an independent computing unit. The aircraft seat computing unit is, in particular, assigned only to the aircraft seat 10a. In principle, it is also conceivable for the aircraft seat computing unit to be assigned to all aircraft seats 10a, 18a, 20a of an aircraft seat row 16a. The aircraft seat computing unit is provided for determining and processing an occupancy status of the aircraft seat 10a.An occupancy status of the aircraft seat 10a indicates whether a passenger is sitting on the corresponding aircraft seat 10a or whether the aircraft seat 10a is vacant. The communication unit 112a is particularly provided to send the occupancy parameter of the aircraft seat 10a determined by the aircraft seat computing unit to the other communication units of the other aircraft seats and to receive the occupancy parameters of the other aircraft seats transmitted by the other communication units. The occupancy parameters of the other aircraft seats received by the communication unit 112a are processed by the aircraft seat computing unit. The safety device is provided to adapt a safety concept based on the occupancy parameters by processing the occupancy parameters of surrounding aircraft seats using the aircraft seat computing unit. The safety device 46a has a setting unit 114a.The setting unit 114a is provided to set at least one crash parameter depending on the occupancy parameter sent by the communication unit 112a and / or at least one occupancy state received by the communication unit 112a. A crash parameter is configured as a parameter of a device, facility, or unit, such as the connection unit, the release device, the inclination unit, and / or the energy conversion unit of the safety device 46a.

[0080] In Figure 9A further embodiment of the invention is shown. The following descriptions and the drawings are essentially limited to the differences between the embodiments, whereby with regard to components with the same designation, in particular with regard to components with the same reference numerals, reference is also made to the drawings and / or the description of the other embodiment, in particular to the Figures 1 to 8 To distinguish the embodiments, the letter a is added to the reference numerals of the embodiment in the Figures 1 to 8 In the example of the Figure 9 the letter a is replaced by the letter b.

[0081] The Figure 9shows a second exemplary embodiment of an aircraft seat device according to the invention. The aircraft seat device is part of an aircraft seat 10b. The aircraft seat 10b is designed as an economy aircraft seat. The aircraft seat 10b is intended to be mounted on a stand in an aircraft (not shown in detail). In an assembled state, the aircraft seat 10b is mounted on a stand in an aircraft cabin of the aircraft. For this purpose, the aircraft seat 10b has a stand unit 12b. The aircraft seat 10b is part of a business class seat unit 116b. The business class seat unit 116b is intended to form a seating area for the aircraft seat 10b. The business class seat unit 116b has a shell 118b, which delimits a seating area of ​​the aircraft seat 10b to the rear and at least partially to the sides. Laterally next to the aircraft seat 10b, the business class seat unit 116b forms a console 120b.The aircraft seat 10b, designed as a business-class aircraft seat, is intended to be moved into a sleeping position (full-flat). For this purpose, the aircraft seat 10b has a backrest 40b, a seat base 38b, and a footrest unit 122b, which can be adjusted to a flat lying surface. The aircraft seat 10b has a kinematics unit 124b, which is provided for adjusting the backrest 40b, the seat base 38b, and the footrest unit 122b from a sitting position to a lying position. The kinematics unit 124b is integrated into the support unit 12b of the aircraft seat 10b. The kinematics unit 124b has several actuators, via which the backrest 40b, the seat base 38b, and the footrest unit 122b can be adjusted. The actuators are designed as electromechanical actuators. In principle, it is also conceivable that the actuators of the kinematic unit 124b are designed as hydraulic and / or pneumatic actuators.

[0082] The aircraft seat device has a safety device 46b. The safety device 46b is provided for the aircraft seat 10b designed as a business-class aircraft seat. The securing device 46b has a multipoint restraint unit 54b. The multipoint restraint unit 54b is provided for securing the passenger on the aircraft seat 10b. A passenger can be strapped into the aircraft seat 10b using the multipoint restraint unit 54b. The multipoint restraint unit 54b is designed as a three-point belt. The multipoint restraint unit 54b comprises a lap belt 56b and a shoulder belt 58a. The lap belt 56b is provided for securing the passenger in a pelvic and hip area. When the multipoint restraint unit 54b is closed, the lap belt 56b is provided to span the seat bottom 38b.The lap belt 56b is provided so that, when the multi-point restraint unit 54b is closed, the passenger is positioned with a pelvic and lap region between the seat base 38b and the lap belt 56b. The shoulder belt 58b is provided to secure the upper body of the passenger to the aircraft seat 10b. In particular, the shoulder belt 58b is provided to run from an upper region of the backrest 40b across a backrest surface of the backrest 40b to a lower end of the backrest 40b to secure the passenger on the aircraft seat 10b. When the multi-point restraint unit 54b is closed, the shoulder belt 58b runs across a torso of the passenger, thus securing the passenger.

[0083] The safety device 46b has a tensioning unit 70b. The tensioning unit 70b is intended to at least partially tension the multi-point restraint unit 54b, at least in the event of a crash. The tensioning unit 70b is intended to tension the shoulder belt 58b in the event of a crash. The safety device 46b is intended to utilize a movement of at least part of an aircraft seat 10b, triggered by actuator play of the actuators of the kinematics unit 124b, in a test crash to trigger the tensioning unit 70b. The tensioning unit 70b can be triggered by the relative movement of the backrest 40b, the seat base 38b, and / or the footrest unit 122b relative to the support unit 12b of the aircraft seat 10b in the event of a crash. Reference symbol

[0084] 10 Aircraft seat 12 Stand unit 14 Stand level 16 Aircraft seat row 18 Aircraft seat 20 Aircraft seat 22 Seat base 24 Seat base 26 Seat base 28 Seat base 30 Support element 32 Support element 34 Seat divider 36 Seat divider 38 Seat base 40 Backrest 42 Pivot point 44 Upper end 46 Safety device 48 Forward element 50 Crash test dummy 52 Contact field 54 Multi-point restraint unit 56 Lap belt 58 Shoulder belt 60 Attachment unit 62 Attachment point 64 Attachment point 66 Attachment point 68 Sliding mechanism 70 Tensioning unit 72 Release device 74 Tilt unit 76 Damping unit 78 Damping unit 80 Damping unit 82 Damping unit 84 Force limiter 86 Force limiter 88 Destruction element 90 Destruction element 92 Duplication 94 Release device 96 Energy conversion unit 98 Aircraft seat connection element 100 Conversion unit 102 Conversion unit 104 Energy conversion unit 106 Rotation unit 108 Energy conversion unit 110 Spoiler element 112 Communication unit 114 Adjustment unit 116 Business class seat unit118Shell 120Console 122Footrest unit 124Kinematics unit 126Stop element 128Stop surface 130Luggage rod 132Support strut 134Support strut 136Seat divider 138Seat divider 140Frame 142Cross stiffening element 144Cross stiffening element 146Connection element 148Backrest 150Shell element 152Area

Claims

1. An aircraft seat device having at least one security device (46a; 46b) which is configured for securing a passenger (50a) on an aircraft seat (10a; 10b) and comprises at least one multipoint restraining unit (54a), wherein the security device for connecting the multipoint restraining unit (54a) comprises a connection unit (60a) with at least one connection point (66a) for a shoulder strap (58a), characterized in that the connection unit (60a) is configured to displace the connection point (66a) of the shoulder strap (58a) of the multipoint restraining unit (54a) during a test crash case, wherein the connection unit (60a) is configured to displace the connection point (66a) of the connection unit (60a) downwards starting at a defined force which acts on the multipoint restraining unit (54a) during the crash case.

2. The aircraft seat device according to claim 1, characterized in that the security device (46a) comprises at least one release device (72a) which is configured, in a test crash case, to allow a defined movement of a passenger (50a).

3. The aircraft seat device according to claim 2, characterized in that the release device (72a) is configured to release a pivoting movement of a backrest (40a).

4. The aircraft seat device at least according to claim 2, characterized in that the release device (72a) comprises at least one force limiter (84a, 86a), in particular a belt force limiter, which is configured to at least partially delimit a force which acts in the multipoint restraining unit (54a).

5. The aircraft seat device at least according to claim 2, characterized in that the release device (72a) comprises at least one destruction element (88a, 90a), like in particular a tear-open seam in the multipoint restraining unit.

6. The aircraft seat device at least according to claim 2, characterized in that the release device (72a) is configured to be arranged in a mounting unit (12a) of an aircraft seat (10a) and to permit a movement of at least a part of the mounting unit (12a) in a test crash case.

7. The aircraft seat device according to any one of the preceding claims, characterized in that the security device (46a) comprises at least one abutment element (126a) which is configured, at least in case of a crash, to delimit a maximum pivot angle of a backrest (40a) by a direct support on a portion of a mounting unit (12a) or of a seat divider (34a, 36a) of the aircraft seat (10a).

8. The aircraft seat device according to any one of the preceding claims, characterized in that the security device (46a) comprises at least one energy conversion unit (96a), which is configured to at least partially convert a kinetic energy of a passenger (50a) in a test crash case.

9. The aircraft seat device according to claim 8, characterized in that the energy conversion unit (96a) comprises at least two conversion units (100a, 102a), which are connected at least partially one behind the other.

10. The aircraft seat device according to any one of the preceding claims, characterized in that the multipoint restraining unit (54a) comprises a pelvic strap (56a) and a shoulder strap (58a) which can be removed from the pelvic strap (56a).

11. The aircraft seat device according to any one of the preceding claims, characterized in that the connection point (66a) is arranged on a side of a backrest (40a) which has a shorter distance from a seat base (22a, 24a, 26a, 28a) in the transverse direction than an opposite side of the backrest (40a).

12. The aircraft seat device according to any one of the preceding claims, characterized in that a side of the backrest (40a) which is attached to a connection point (66a) for the shoulder strap (58a) is realized in a reinforced fashion.

13. An aircraft seat having an aircraft seat device according to any one of the preceding claims.

14. A system comprising a plurality of aircraft seats which have at least one aircraft seat device according to any one of claims 1 to 12.