Aircraft seating arrangement

Description

State of the art

[0001] The invention relates to an aircraft seat arrangement according to claim 1.

[0002] An aircraft seat arrangement has already been proposed, comprising a first aircraft seat module which delimits an aircraft seat area, wherein the aircraft seat module has an aircraft seat which is intended to be aligned away from a central aisle towards a window of an aircraft cabin, wherein the aircraft seat module has at least one housing unit which at least partially delimits the aircraft seat area, and comprising at least one further aircraft seat module which is arranged directly adjacent to the first aircraft seat module.

[0003] WO 2019 / 179638 A1 discloses a seat unit for a passenger seating arrangement within a vehicle cabin, comprising a forward-facing seat and at least one console arranged adjacent to the seat and a wall structure, wherein the forward-facing seat is arranged in front of the wall structure. WO 2021 / 032954 A1 discloses an aircraft passenger seat arranged in a seat pillar and angled away from an aisle such that the seat viewing direction forms a predetermined angle relative to the aisle axis. EP 2 825 460 A2 discloses an aircraft cabin with a primary seat unit having a console located in an area no higher than a primary distance from the floor and extending further into the aisle than the remaining part of the primary seat unit.WO 96 / 18537 A1 discloses a seat unit in an aircraft cabin, comprising a fixed enclosure within which the back of the seat can be reclined. The adjustment is performed by a user-controlled motor while the seat remains within the enclosure. Optionally, a footrest is provided that extends outward when the backrest is reclined. WO 2014 / 115107 A1 discloses a seat column arrangement for passenger seats of a vehicle, comprising a bed extension that can assume a stowed position within the respective front seat unit and an extended position within the space between the respective front and rear seat units.GB 2 362 095 A discloses a passenger seating system in a transport system, such as an aircraft, comprising a column of reclining seats, each seat having a chair lockable in a first angular position and rotatable to a second angular position, aligning with a footrest (ottoman).

[0004] The object of the invention is, in particular, to provide a generic device with improved properties regarding comfort and variability while advantageously utilizing space in an aircraft cabin. 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

[0005] According to the invention, an aircraft seat arrangement is proposed, comprising a first aircraft seat module which delimits an aircraft seat area, wherein the aircraft seat module has an aircraft seat which is intended to be mounted in the aircraft cabin at an angle α of more than 30 degrees, to be oriented away from a central aisle towards a window of an aircraft cabin and to form an at least substantially flat lying surface, wherein the aircraft seat module has at least one housing unit which at least partially delimits the aircraft seat area, and at least one further aircraft seat module which is arranged immediately adjacent to the first aircraft seat module and which delimits a further aircraft seat area, wherein the further aircraft seat module also has a housing unit which at least partially delimits the aircraft seat area,wherein the housing unit is designed substantially identically to the housing unit of the first aircraft seat module and separates the aircraft seat area of ​​the first aircraft seat module from the aircraft seat area of ​​the second aircraft seat module. The aircraft seat arrangement is provided for use in an aircraft cabin of an aircraft. The aircraft cabin has an aircraft cabin central axis. The aircraft cabin central axis is at the same distance from opposite side walls of the aircraft cabin. The aircraft cabin central axis is aligned parallel to a roll axis of the aircraft. Preferably, the aircraft cabin central axis is aligned parallel to a support plane of the aircraft cabin. Preferably, the aircraft cabin has an aircraft cabin floor that forms the support plane. The aircraft seat modules of the aircraft seat arrangement are providedto be mounted on the cabin floor of the aircraft cabin. An "aircraft seat arrangement" is understood to mean an arrangement of several aircraft seat modules that are mounted in at least one row on a support plane, in particular on the cabin floor of an aircraft cabin. The aircraft seat modules of the aircraft seat arrangement are arranged one behind the other in a row that runs parallel to the aircraft cabin center axis. The aircraft seat modules of the aircraft seat arrangement are aligned parallel to one another. The aircraft seat modules of an aircraft seat arrangement are arranged parallel and offset from one another in a row. The aircraft seat modules preferably all have the same angle α to the aircraft cabin center axis of the aircraft cabin. The aircraft seat arrangement is arranged between the center aisle of the aircraft cabin and a side wall of the aircraft cabin. Preferably, at least two aircraft seat arrangements are provided in an aircraft cabin.wherein one aircraft seat arrangement is arranged to the right and left of the center aisle of the aircraft cabin. An "aircraft seat module" is understood to mean a module that comprises at least one aircraft seat and other components of the aircraft seating area. The aircraft seat module is intended to be firmly mounted on the cabin floor via a corresponding fastening means. The aircraft seat module is designed as a module that defines an aircraft seating area and, for this purpose, comprises at least a part of the enclosure unit, which at least partially separates the aircraft seating area from the rest of the cabin area, at least one aircraft seat arranged in the aircraft seating area, and other elements of the aircraft seating area, such as, in particular, a console, an ottoman, a table unit, a storage unit, and / or a screen unit. An "aircraft seat area" is preferably understood to mean an areawhich a passenger has personally available in the aircraft cabin, preferably while the passenger is using the aircraft seat module, wherein preferably all parts of the one aircraft seat module are arranged in the aircraft seat area. The aircraft seat of the aircraft seat module is intended to provide a seat for a passenger in the aircraft. The aircraft seat comprises at least a seat base and a backrest. Preferably, the aircraft seat comprises at least one armrest. Additionally, it would be conceivable for the aircraft seat to include a legrest. In principle, the aircraft seat can include further attachments, such as a headrest. Preferably, the aircraft seat is adjustable between a sitting position and a lying position, preferably electromechanically. Preferably, the aircraft seat is designed as a full-flat seat. A "full-flat seat" is preferably understood to mean an aircraft seat that, in particular electromechanically,can be transferred from the TTL position into the lying position and forms an at least substantially flat lying surface in the lying position. Preferably, the at least substantially flat lying surface is inclined at an angle of 3 degrees to the support plane. Particularly preferably, at least one seat base of the aircraft seat and one backrest of the aircraft seat are aligned at least substantially parallel to the support plane on which the aircraft seat is supported in the lying position. Preferably, the seat base of the aircraft seat and the backrest of the aircraft seat in the lying position have a common support surface which is aligned at least substantially parallel to the support plane. In principle, it is also conceivable,that the aircraft seat designed as a full-flat seat has a lying surface inclined by more than 3 degrees relative to the support plane, thereby forming a flat lying surface inclined relative to the support plane. The aircraft seat is intended to provide, in the reclining position, a substantially flat lying surface on which an average passenger can lie stretched out. An "at least substantially flat lying surface" is understood to mean a lying surface that is preferably completely flat; however, it is also conceivable in principle that there is a gap between a backrest surface of the backrest and a seat surface of the seat base, which form the lying surface in the reclining position of the aircraft seat.an angle β other than 180 degrees is included. The angle β can preferably be between 150 degrees and 179 degrees. Preferably, the maximum lying surface length of the aircraft seat in its lying position is at least 1905 mm (75 inches). Preferably, the lying surface length is at least 1981 mm (78 inches), particularly preferably 2006 mm (79 inches). This configuration makes it possible to provide an advantageously long lying surface length. This makes it possible to achieve an advantageously comfortable aircraft seat module. The maximum lying surface length is preferably determined using a 229-millimeter ball method (9-inch ball method), in which two spaced-apart balls with a diameter of 229 millimeters (9 inches) are used to measure the lying surface length.

[0006] The maximum lying surface length preferably corresponds to a distance between the maximum-spaced points of the two balls in the aircraft seat area. The two balls preferably rest on the lying surface of the aircraft seat. The lying axis preferably runs parallel or along a straight line that connects the maximum-spaced points of the two balls. The at least substantially flat lying surface is preferably formed by the backrest, the seat base, and an ottoman that is separate from the aircraft seat. In principle, it is also conceivable for the aircraft seat to additionally have a footrest element that is pivotably arranged at a front end of the seat base and that, when the aircraft seat is in a lying position, also forms the lying surface.

[0007] A "TTL position" is preferably understood to mean an upright position of the aircraft seat, which must be assumed for safety reasons, particularly during the taxiing phase, takeoff phase, and landing phase of the aircraft. A "TTL position" is particularly preferably understood to mean a position of the aircraft seat in which a passenger can sit upright on the aircraft seat. Preferably, the backrest of the aircraft seat and the seat base of the aircraft seat are substantially perpendicular to one another in the sitting position, particularly at an angle between 90 degrees and 120 degrees. The TTL position preferably forms a first end position of the aircraft seat, to which the aircraft seat can be maximally adjusted.A "reclining position" is preferably understood to mean a position of the aircraft seat intended to provide an at least substantially horizontal reclining surface for a passenger, in particular so that the passenger can assume a sleeping position during a flight. Preferably, in the reclining position of the aircraft seat, the passenger lies at least substantially on the aircraft seat, in particular on the seat base and on the backrest. Preferably, the reclining position forms a second end position of the aircraft seat, to which the aircraft seat can be maximally adjusted. In principle, further positions can be provided between the sitting position and the reclining position, in particular forming a combined sitting and reclining position.

[0008] A "central aisle" is understood to mean an aisle between two rows of aircraft seat modules, via which the aircraft seat modules of the aircraft seating arrangement are accessible. Preferably, exactly one central aisle is provided. The aircraft seating arrangement is preferably designed for an aircraft cabin with exactly one central aisle. Preferably, the at least one central aisle extends at least substantially parallel to the aircraft cabin center axis. With regard to the aircraft seat, "aligned away from the central aisle" is understood to mean that a seating direction of the aircraft seat is aligned away from the central aisle toward a side wall. A "seating direction of an aircraft seat" is understood to mean a direction that is aligned parallel to the cabin floor and at least substantially perpendicular to a backrest surface formed by the backrest.The seating direction is preferably aligned parallel to a longitudinal central axis of the aircraft seat. The fact that the aircraft seat is mounted at an angle α in the aircraft cabin should be understood to mean that the aircraft seat is pivoted in the aircraft cabin by the angle α to the aircraft cabin central axis. The angle α by which the aircraft seat is pivoted is measured between the seating direction, i.e. the longitudinal central axis of the aircraft seat, and the aircraft cabin central axis. The fact that the aircraft seat is pivoted by an angle α of at least 35 degrees should be understood to mean that the angle α is at least 35 degrees, preferably in an angular range of 40 degrees to 80 degrees, particularly preferably in an angular range of 45 to 60 degrees. In a preferred embodiment, the angle α by which the aircraft seat is pivoted to the aircraft cabin central axis is 55 degrees.An "enclosure unit" should preferably be understood as a unit formed from at least one element, in particular from at least one enclosure element, which permanently physically separates the aircraft seating area from a part of the aircraft cabin, in particular from another aircraft seating area arranged in front of and / or behind the aircraft seating area and / or the central aisle, at least up to a maximum height. The enclosure unit is designed as a separating unit that separates the aircraft seating area from the central aisle and at least one other aircraft seating area. The enclosure unit can, for example, have two enclosure elements, each of which delimits a part of the aircraft seating area. The two enclosure elements are preferably designed to be at least partially separate from one another. The two enclosure elements can preferably be designed as independent elements.In principle, it is also conceivable for the two housing elements of the housing unit to be at least partially formed integrally with one another. The aircraft seat module forms a passage area in which the aircraft seat module is formed free from the housing unit, wherein the aircraft seat area formed by the aircraft seat module is accessible through the passage area. The passage area preferably has a width of 381 mm (15 inches). "At least partially delimiting" is to be understood as meaning that the housing unit delimits the aircraft seat area at least up to a maximum height of the housing unit, leaving a passage area free through which the aircraft seat area can be reached. The housing unit is preferably designed to be straight in an area in front of the aircraft seat.In an area of ​​the aircraft seat, i.e., in particular in an area behind and adjacent to the aircraft seat, the housing unit is curved, in particular C-shaped. In an area immediately adjacent to the aircraft seat, the housing unit, when assembled, extends substantially orthogonally to the aircraft cabin center axis. In an area facing the central aisle, the housing unit extends substantially parallel to the aircraft cabin center axis. A door element of the aircraft seat module is preferably movably arranged in the part of the housing unit extending parallel to the aircraft cabin center axis.

[0009] The fact that the housing units are "at least substantially identical" should be understood to mean that the two housing units have the same basic structure and are preferably identically designed. The two housing units with at least substantially identical design have the same course. The two housing units with substantially identical design preferably have the same extension. In principle, it is conceivable that the two housing units with substantially identical design are designed differently, at least in some areas. For example, it is conceivable that different attachments are connected to the housing units. "Provided" should be understood to mean, in particular, specially 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 fulfills and / or performs this specific function in at least one application and / or operating state. In particular, the design according to the invention can achieve an advantageously compact arrangement of aircraft seat modules. This allows the available installation space in an aircraft cabin to be advantageously and efficiently utilized. Furthermore, the design according to the invention can provide an advantageously comfortable aircraft seat arrangement.

[0010] It is further proposed that the enclosure unit comprise at least one enclosure element which, at least in a region in front of the aircraft seat, runs parallel to a seating direction of the aircraft seat and is intended to extend with an end remote from the aisle at least to just before a side wall. An "enclosure element" is preferably understood to mean a component of the enclosure unit which forms at least a partial region of the enclosure unit. The enclosure element is preferably designed as a wall element. The enclosure element is designed as a shell element. An "area in front of the aircraft seat" is understood to mean an area of ​​the aircraft seat area which, when the aircraft seat is in an upright seating position, lies in front of a front edge of a seat base of the aircraft seat, viewed in the seating direction.An "end remote from the aisle" is understood to mean an end of the enclosure element facing away from the center aisle of the aircraft cabin in an assembled state. A "side wall" is preferably understood to mean a side wall of the aircraft cabin that laterally delimits the aircraft cabin. "Extending to just before a side wall" is preferably understood to mean that the enclosure element extends to the side wall in such a way that a distance exists between the side wall and the end of the enclosure element. A gap can be present between the enclosure element and the side wall due to the distance. It is also preferably conceivable for the gap between the end of the enclosure element and the side wall to be closed by an intermediate element in an assembled state.The intermediate element can be designed, for example, as an elastic element or as an easily cuttable element that is adapted to the respective housing unit during assembly to compensate for manufacturing tolerances. This allows the housing unit to be designed particularly advantageously, and the aircraft seating area can be separated particularly advantageously from an adjacent aircraft seating area.

[0011] It is further proposed that the aircraft seat module have a console unit that forms at least one storage option connected to an inner side of the housing unit of the first aircraft seat module, in an area in front of the aircraft seat. A "console unit" should preferably be understood as a unit that has at least one functional element, preferably several functional elements, intended for use by a passenger. A functional element can be understood as a storage option, as a screen unit, a tablet holder, a cup holder, an operating unit, a plug unit, or as another unit that appears appropriate to a person skilled in the art and is made available to a passenger during a flight. A "storage option" should preferably be understood as an area or element in which utensils and literature can be stowed.A storage option can preferably be understood as a storage compartment, a storage shelf, a lockable storage compartment, or a fastening means, such as an elastic tensioning strap. The "inside of the housing unit" is understood to mean a side of the housing unit facing the aircraft seating area. The console unit connected to the inside of the housing unit is preferably detachably attached to the housing unit via suitable fastening means, but can also, in principle, be integrated into the housing unit as a single piece, at least in some areas. This allows the aircraft seat module to be designed to be particularly advantageous and functional for a passenger.

[0012] It is further proposed that the aircraft seat module have a further console unit, which is arranged in front of the aircraft seat and has at least one footrest area and / or a fixed table element. A "further console unit" is understood to mean a further console unit formed separately from the first console unit, which forms a unit composed of further functional components intended for use by a passenger. In principle, it is also conceivable for the further console unit to be formed integrally with the first console unit. For example, it is conceivable for the further console unit to be formed at least partially in one piece with the first console unit. The first console unit and the further console unit could be formed from a common component.In particular, the additional console unit could be at least partially formed integrally with the housing unit, which at least partially forms the first console unit. Arranged frontally in front of the aircraft seat should preferably be understood to mean that the additional console unit is mounted directly in front of the aircraft seat, viewed in the seating direction of the aircraft seat. A "footrest area" should be understood to mean an area that forms a preferably padded surface intended for a passenger to rest their feet on from the aircraft seat. When the aircraft seat is in the reclining position, the footrest area, together with the aircraft seat, forms the essentially flat reclining surface. A "fixed table element" should preferably be understood to mean a table element that is rigidly and immovably attached to the aircraft seat module and cannot be adjusted between different positions.The fixed table element forms a stationary table surface intended for use by a passenger. The aircraft seat is preferably designed to be displaceable forward in its upright seating position. This makes it conceivable for the fixed table element to be used as a desk when the aircraft seat is axially displaced into a forward seating position. This allows the aircraft seating area to be designed to be particularly advantageous and comfortable for a passenger.

[0013] Furthermore, it is proposed that the additional console unit be connected to the housing unit of the first aircraft seat module and extend to just before an outer side of the housing unit of the second aircraft seat module. An "outer side of the housing unit of the second aircraft seat module" should preferably be understood as a side of the housing unit of the second aircraft seat module facing the aircraft seat area of ​​the first aircraft seat module. The outer side of the housing unit of the second aircraft seat module faces away from the aircraft seat area of ​​the second aircraft seat module. "Extending to just before an outer side of the housing unit" should be understood as meaning that the additional console unit extends to the housing unit of the second aircraft seat module in such a way that a gap exists between the outer side of the housing unit and the end of the additional console unit.A gap can be present between the housing unit of the second aircraft seat module and the further console unit due to the distance. Preferably, the gap between the housing unit of the second aircraft seat module and the further console unit is at least partially closed in an assembled state by at least one bridging element. The further console unit is advantageously only connected to the housing unit of the first aircraft seat module and connected to the cabin floor via connection points. The further console unit is advantageously not directly connected to the housing unit of the second aircraft seat module. As a result, the further console unit can be particularly advantageously integrated into the aircraft seat module, wherein the aircraft seat module is particularly advantageously designed for different distances between adjacent aircraft seat modules.

[0014] It is further proposed that the aircraft seat module have a shelf element that is connected to the outer side of the housing unit of the second aircraft seat module and bridges a gap between the housing unit and the further console unit, in particular the fixed table element. A "shelf element" should preferably be understood as an element that forms at least one storage surface. The shelf element preferably forms a trough-shaped storage area in which various, in particular smaller, utensils can be safely stowed. The shelf element is preferably formed at a height directly above the table surface formed by the fixed table element. It is preferably conceivable for the shelf element to rest with its underside at least partially on the table surface of the fixed table element.In principle, it is also conceivable for the shelf element to be mounted to the table element via suitable connecting elements. This advantageously closes a gap between the fixed table element and the outer side of the housing unit of the second aircraft seat module, in particular to prevent objects from falling through the table element. Furthermore, a visually appealing, closed structure for the additional console unit can be created.

[0015] Furthermore, it is proposed that the additional console unit be designed essentially as a parallelogram or triangle in a plan view. A "plan view" is understood to mean a view from above, at a 90-degree angle to the support level, i.e., preferably the cabin floor of the aircraft cabin. This allows the additional console unit to be designed particularly advantageously for integration into the aircraft seat module.

[0016] It is further proposed that the additional console unit comprise a support element that supports at least the fixed table unit on a side facing away from the housing unit of the first aircraft seat module. A "support element" is preferably understood to mean an element via which forces can be diverted into a support plane, i.e., in the assembled state, into the cabin floor. The support element is preferably designed as a vertically oriented support or a wall. The support element is firmly connected at a first end to the fixed table unit and at a second end to a mounting support on which the additional console unit or the entire aircraft seat module is mounted on the cabin floor. This allows the additional console unit, in particular the fixed table unit, to be designed to be particularly stable.

[0017] It is also proposed that the aircraft seat module have an adjustable table element that is connected to the inside of the housing unit for linear displacement and can be displaced parallel to the seat direction between a stowed position and a use position. An "adjustable table element" is preferably understood to mean a table element that can be adjusted by a passenger at least between a stowed position and at least one use position. In the stowed position, the adjustable table element cannot be used by a passenger and is stowed as space-savingly as possible. Preferably, the adjustable table element is arranged at least substantially, particularly preferably entirely, below the fixed table element in the stowed position. In a use position, the adjustable table element can be used by a passenger sitting on the aircraft seat.In a use position, the table element is moved from its stowed position, in particular from its arrangement below the fixed table element, towards the aircraft seat. The adjustable table element can be adjusted to various positions relative to the aircraft seat. The adjustable table element can be moved into a fully extended use position in which the table element is arranged above a seat base of the aircraft seat in its upright sitting position. The adjustable table element is linearly adjustable between the stowed position and the fully extended use position. The adjustable table element has an adjustment axis along which the table element can be adjusted, which is aligned parallel to the sitting direction of the aircraft seat of the aircraft seat module. This makes it possible to provide a particularly advantageously usable table surface for the passenger sitting on the aircraft seat.This allows the aircraft seat module to be designed to be particularly comfortable.

[0018] It is further proposed that the adjustable table element be arranged on an underside of the fixed table element and be attached to the fixed table element via at least one bearing unit. A "bearing unit" is understood to mean a linear bearing unit comprising at least one linear bearing, via which the table element is mounted for linear displacement. Preferably, the bearing unit has a first linear bearing designed as a guide rail, which is fixed to an underside of the fixed table element. Advantageously, the adjustable table element is mounted via at least one second bearing unit. The second bearing unit is advantageously connected to an inner side of the housing unit of the first aircraft seat module. In principle, it would also be conceivable for the second bearing unit to also be attached to the underside of the fixed table element.The adjustable table element preferably has a width of at least 381 mm (15 inches), advantageously 432 mm (17 inches) and particularly preferably at least 482 mm (19 inches). The adjustable table element preferably has a width that is substantially the same as the width of the fixed table element of the further console unit. This makes it possible to provide a particularly advantageous wide table that can be arranged in different positions relative to the aircraft seat. The wide table element can be brought from its stowed position into its use position particularly advantageously without having to be twisted. This allows the adjustable table element to be particularly advantageously integrated into the aircraft seat module.

[0019] It is further proposed that the fixed table element have a front edge that is oriented orthogonally to the seating direction of the aircraft seat. A "front edge of the fixed table element" is understood to mean a side of the table element facing the aircraft seat in the assembled state. This allows the fixed table element to be designed particularly advantageously.

[0020] It is further proposed that the aircraft seat module have a monitor unit that is pivotably connected to the inside of the housing unit. A "monitor unit" should preferably be understood as a unit that has at least one screen. The monitor unit preferably has a mounting housing in which the screen is mounted. In addition, the monitor unit has a bearing device via which the mounting housing with the screen is movably mounted to the housing unit. The bearing device comprises at least one pivot bearing via which the screen unit is pivotably attached to the inside of the housing unit. This allows a monitor to be integrated particularly advantageously into the aircraft seat module.

[0021] Furthermore, it is proposed that at least one fastening means for storing utensils be arranged on the rear side of the monitor unit. The "rear side of the monitor unit" is preferably understood to mean a side of the monitor unit opposite the screen. The rear side of the monitor unit is formed by a side of the mounting housing of the monitor unit facing away from the screen. A "fastening means" is preferably understood to mean a means or element by which utensils can be securely attached or stowed. The fastening means arranged on the monitor unit is preferably designed as a literature pocket, a shelf element, a fastening hook, or a tensioning element. "Utensils" intended for stowing using the fastening means are understood to mean, in particular, smaller items belonging to a passenger or literature.As a result, the monitor unit can be designed particularly advantageously in such a way that utensils can be conveniently stored both in a use position and in a storage position.

[0022] It is further proposed that the first aircraft seat module and the second aircraft seat module be designed essentially identically, with the two aircraft seat modules being intended to be arranged at different distances from one another. The term "aircraft seat modules are designed essentially identically" should preferably be understood to mean that the two adjacent aircraft seat modules are designed identically in their basic configuration, but can fundamentally differ in individual attachments. Preferably, the aircraft seat modules are designed completely identically. The aircraft seat modules can be arranged at different seat distances from one another in the aircraft cabin.The fact that the aircraft seat modules are intended to be arranged at different distances from one another should preferably be understood to mean that the aircraft seat modules can be mounted in an aircraft cabin at different distances from one another without changing their basic structure in order to form different layouts. The aircraft seat modules, which are essentially identical in design, are intended to be mounted at different distances from one another for different layouts, in particular different seat pitches, in particular without having to be re-certified. Only different bridging elements can be provided in order to bridge the gaps of different sizes between the aircraft seat modules, in particular the further console unit of the first aircraft seat module and the outside of the housing unit of the second aircraft seat module, at different distances.This makes it particularly advantageous to use the aircraft seat modules in the same basic configuration for different seat pitches. This allows the aircraft seat modules to be installed at different distances from one another particularly easily and without structural modifications to create different layouts in an aircraft cabin. A particularly advantageous feature is that the aircraft seat modules can be used to create different seat pitches without the corresponding aircraft seat modules having to undergo additional certification tests (crash tests) for approval.

[0023] It is further proposed that the first aircraft seat module comprise at least one bridging element, which, in an assembled state, closes a gap between the further console unit and the housing unit of the second aircraft seat module. This allows the aircraft seat module to be easily adapted to different distances between two aircraft seat modules, particularly advantageously.

[0024] Furthermore, an aircraft cabin is proposed, comprising a single central aisle and a first aircraft seat arrangement with a plurality of aircraft seat modules arranged between the central aisle and a first side wall, and a second aircraft seat arrangement with a plurality of aircraft seat modules arranged between the central aisle and a second side wall. This allows for the provision of an aircraft seat cabin with a particularly advantageous layout.

[0025] It is also proposed that the aircraft seat modules each have an aircraft seat aligned at an angle α of 35-80 degrees to the aircraft's side. This allows the layout of the aircraft seating arrangement in the aircraft cabin to be designed particularly advantageously.

[0026] The aircraft seat arrangement and the aircraft cabin according to the invention are not intended to be limited to the application and embodiment described above. In particular, the aircraft seat arrangement and the aircraft cabin 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, as long as they fall within the scope of the appended claims. Drawings

[0027] 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 expediently consider the features individually and combine them into useful further combinations, provided they fall within the scope of the appended claims.

[0028] They show: Fig. 1A schematic plan view of an aircraft cabin according to the invention with a layout of two rows of aircraft seat arrangements according to the invention with a single central aisle, Fig. 2A schematic plan view of two adjacent aircraft seat modules of the aircraft seat arrangement according to the invention, Fig. 3A schematic view of several aircraft seat modules of the aircraft seat arrangement arranged next to one another, Fig. 4A schematic view of an aircraft seat module forming an aircraft seat area, with an aircraft seat of the aircraft seat module in a lying position, Fig. 5A schematic view of an individual aircraft seat module from one side, Fig. 6A schematic view of the aircraft seat area formed by the aircraft seat module with a first console unit and a further console unit and a monitor unit in a folded-out position, Fig.7 shows a schematic view of the aircraft seat area formed by the aircraft seat module with the monitor unit in a folded-in position, Fig. 8 shows a further detailed view of the aircraft seat module and the further console unit, which has a fixed table element and an adjustable table element, Fig. 9 shows a further schematic view of the aircraft seat area formed by the aircraft seat module with the adjustable table unit in a use position and the monitor unit in a folded-out position, Fig. 10 shows a schematic plan view of the first and the second aircraft seat module with the adjustable table element in a maximum extended use position and Fig. 11 shows a schematic view of a first aircraft seat module of an aircraft seat arrangement according to the invention in a second exemplary embodiment. Description of the embodiments

[0029] The Figure 1shows a first embodiment of an aircraft cabin 12a according to the invention. Figure 1a section of an aircraft cabin 12a is shown. The aircraft cabin 12a has two opposing side walls 14a, 16a that laterally delimit the aircraft cabin 12a. The first side wall 14a is designed as a left side wall 14a as seen from a rear of the aircraft cabin 12a. The second side wall 16a is designed as a right side wall 16a as seen from a rear of the aircraft cabin 12a. The aircraft cabin 12a has windows 50a incorporated into the side walls 14a, 16a. The windows 50a are preferably incorporated at regular intervals in the side walls 14a, 16a of the aircraft cabin 12a. In principle, it would also be conceivable to provide displays at the corresponding locations instead of the windows 50a. The aircraft cabin 12a forms an aircraft cabin central axis 18a. The aircraft cabin center axis 18a is arranged centrally between the opposite side walls 14a, 16a of the aircraft cabin 12a.The aircraft cabin central axis 18a is formed as a longitudinal axis of the aircraft cabin 12a. The aircraft cabin central axis 18a is aligned parallel to a support plane of the aircraft cabin 12a. The aircraft cabin 12a has a cabin floor 32a. The cabin floor 32a forms the support plane of the aircraft cabin 12a. The aircraft cabin 12a has a central aisle 20a. The central aisle 20a is formed as a single aisle. The aircraft cabin 12a has only one central aisle 20a. The central aisle is arranged centrally between the opposite side walls 14a, 16a of the aircraft cabin 12a. The central aisle 20a runs coaxially to the aircraft cabin central axis 18a of the aircraft cabin 12a.

[0030] The Figures 1 to 10show two aircraft seat arrangements 10a, 22a according to the invention. The aircraft cabin 12a comprises the first aircraft seat arrangement 10a and the second aircraft seat arrangement 22a. The first aircraft seat arrangement 10a is arranged on a left side of the center aisle 20a. The first aircraft seat arrangement 10a is therefore arranged between the center aisle 20a and the left side wall 14a. The second aircraft seat arrangement 22a is arranged on a right side of the center aisle 20a. The second aircraft seat arrangement 22a is therefore arranged between the center aisle 20a and the right side wall 16a. The two aircraft seat arrangements 10a, 22a are arranged on opposite sides of the center aisle 20a. The two aircraft seat arrangements 10a, 22a are essentially identical. The two aircraft seat arrangements 10a, 22a are mirror images of each other.The second aircraft seat arrangement 22a forms a mirror image of the first aircraft seat arrangement 10a at the aircraft cabin center axis 18a. Therefore, only the first aircraft seat arrangement 10a will be described in more detail below. An explanation of the second aircraft seat arrangement 22a can be provided based on the following description of the first aircraft seat arrangement 10a.

[0031] The aircraft seat arrangement 10a comprises a first aircraft seat module 24a. The first aircraft seat module 24a delimits an aircraft seat area 26a. The aircraft seat arrangement 10a comprises a second aircraft seat module 28a. The second aircraft seat module 28a delimits a further aircraft seat area 30a. The second aircraft seat module 28a is arranged directly next to the first aircraft seat module 24a. The two aircraft seat modules 24a, 28a are arranged directly adjacent to one another. The aircraft seat arrangement 10a comprises further aircraft seat modules. By way of example, the Figure 1The layout of the aircraft cabin 12a shown has ten aircraft seat modules. In principle, it would also be conceivable for the aircraft seat arrangement 10a to have a different number of aircraft seat modules 24a, 28a. The aircraft seat modules 24a, 28a of the aircraft seat arrangement 10a are all arranged one behind the other in a row. The aircraft seat modules 24a, 28a of the aircraft seat arrangement 10a are all essentially identical in design. In principle, it would be conceivable for individual aircraft seat modules 24a, 28a to have small differences. In particular, it is conceivable for a frontmost aircraft seat module of the aircraft seat arrangement 10a arranged in a row or a rearmost aircraft seat module of the aircraft seat arrangement 10a arranged in a row to be partially differently designed.The phrase "first aircraft seat module" and "second aircraft seat module" does not refer to a position in the row of aircraft seat modules, but is merely intended to distinguish between the two aircraft seat modules 24a, 28a, which are described in more detail below and are arranged directly next to one another.

[0032] The first aircraft seat module 24a has an aircraft seat 34a. The aircraft seat 34a has a seat base 36a and a backrest 38a. Furthermore, the aircraft seat 34a has a leg support element 40a pivotably arranged at a front end of the seat base 36a. The aircraft seat 34a has a base frame (not shown in detail). The aircraft seat 34a is supported on the cabin floor 32a via the base frame. The aircraft seat 34a is designed as a full-flat seat. The aircraft seat 34a can be adjusted between a TTL seating position, i.e., an upright seating position, and a reclining position. In the reclining position, the aircraft seat 34a forms a substantially flat reclining surface 42a. In the reclining position, the seat base 36a, the backrest 38a, and the leg support element 40a each form part of the reclining surface 42a of the aircraft seat 34a. In principle, it would also be conceivable for the aircraft seat 34a to not have a leg support element 40a.The aircraft seat 34a has a kinematic unit (not shown in detail), by means of which the aircraft seat 34a can be moved electromechanically between the TTL position and the reclining position. The aircraft seat 34a further has a headrest element 44a, which is attached in an upper region of the backrest 38a. The headrest element 44a is intended to form a headrest area. The headrest element 44a is preferably connected to the backrest 38a in a height-adjustable manner. The seat base 36a forms a seat width 120a of the aircraft seat 34a. The seat width 120a of the aircraft seat 34a is formed as a width that is measured orthogonally to the central axis 46a of the aircraft seat 34a at its widest point. The seat width 120a of the aircraft seat 34a is preferably 508 mm (20 inches).

[0033] The aircraft seat 34a comprises a three-point belt unit 122a. The three-point belt unit 122a is provided for securing the passenger on the aircraft seat 34a. A passenger can be strapped into the aircraft seat 34a using the three-point belt unit 122a. The three-point belt unit 122a is designed as a three-point belt. The three-point belt unit 122a comprises a shoulder belt 124a and a lap belt 126a. The lap belt 126a is provided to secure the passenger in a pelvic and hip area. When the three-point belt unit 122a is closed, the lap belt 126a is provided to span the seat base 36a. When the three-point belt unit 122a is closed, the lap belt 126a is provided so that the passenger is positioned with a pelvic and lap area between the seat base 36a and the lap belt 126a. The shoulder belt 124a is intended to secure an upper body of the passenger to the aircraft seat 34a.The shoulder belt 124a is particularly intended to run from an upper region of the backrest 38a across a backrest surface of the backrest 38a to a lower end of the backrest 38a to secure the passenger on the aircraft seat 34a. When the three-point belt unit 122a is closed, the shoulder belt 124a runs across a torso of the passenger, thus securing the passenger. The shoulder belt 124a is arranged in an upper region on a right-hand side of the backrest 38a. The shoulder belt 124a is arranged on a side of the backrest 38a facing the central aisle 20a. The shoulder belt 124a is attached to a side of the backrest 38a facing the front of the aircraft cabin 12a.

[0034] To connect the three-point belt unit 122a to the aircraft seat 34a, the three-point belt unit 122a has a connection unit. The connection unit is intended to connect the three-point belt unit 122a reliably and securely to the aircraft seat 34a. The connection unit has a first connection point, to which the lap belt 126a is connected with a first end to the base frame of the aircraft seat 34a. The lap belt 126a is connected with its second end to the base frame of the aircraft seat 34a via a second connection point. The three-point belt unit 122a has a belt buckle (not shown in detail), via which the lap belt 126a can be opened. In a closed state, the lap belt 126a is closed by the belt buckle. A third connection point of the three-point belt unit 122a is arranged in an upper region of the backrest 38a.The shoulder belt 124a is firmly connected to a supporting structure of the backrest 38a via the third attachment point. The shoulder belt 124a is designed to be coupled to the belt buckle connected to the lap belt 126a for closing the three-point belt unit 122a. For this purpose, the shoulder belt 124a has a coupling element at its loose end that can be positively coupled to a positive-locking element of the belt buckle. The three-point belt unit 122a has a belt tensioning unit integrated into the third attachment point of the shoulder belt 124a. The belt tensioning unit is designed to tension the shoulder belt 124a, particularly in the event of a crash. The three-point securing unit 122a can be used to particularly advantageously secure a passenger sitting on the aircraft seat 34a, since twisting of the torso of a passenger or crash test dummy in the event of a crash or crash test can be minimized or advantageously prevented.In particular, twisting of a passenger's shoulder area can be advantageously prevented by the three-point restraint unit 122a. In principle, it is also conceivable for the three-point belt unit 122a to be designed in a different manner that would be deemed appropriate by a person skilled in the art, in particular by having a different belt buckle or different attachment positions on the aircraft seat 34a.

[0035] The aircraft seat 34a is intended to be mounted at an angle α of more than 35 degrees in the aircraft cabin 12a. Preferably, the aircraft seat 34a is mounted at an angle α of 35 degrees to 80 degrees in the aircraft cabin 12a. In the exemplary embodiment shown, the aircraft seat 34a is mounted at an angle α of 55 degrees in the aircraft cabin 12a. The aircraft seat 34a forms a longitudinal central axis 46a. The central axis 46a divides the aircraft seat 34a centrally. The longitudinal central axis 46a runs parallel to a support plane of the aircraft seat 34a. The angle α at which the aircraft seat 34a is mounted in the aircraft cabin 12a is measured between the aircraft cabin central axis 18a and the longitudinal central axis 46a of the aircraft seat 34a. The aircraft seat 34a is mounted rotated by the angle α to the aircraft cabin center axis 18a.

[0036] The aircraft seat 34a has a seating direction 48a. The seating direction 48a runs parallel to the longitudinal central axis 46a of the aircraft seat 34a. The seating direction 48a runs essentially parallel to the cabin floor 32a and is essentially perpendicular to a backrest surface formed by the backrest 38a in the TTL position of the aircraft seat 34a. The seating direction 48a is directed away from the backrest surface of the backrest 38a. The seating direction 48a is designed as a direction in which a passenger is oriented when properly seated on the aircraft seat 34a. In the assembled state, the aircraft seat 34a is directed away from the center aisle 20a of the aircraft cabin 12a. The aircraft seat 34a is directed toward the side wall 14a of the aircraft cabin 12a. The seating direction 48a of the aircraft seat 34a points away from the center aisle 20a in the direction of the side wall 14a.Preferably, the aircraft seat module 24a with its aircraft seat 34a is arranged such that the seating direction 48a of the aircraft seat 34a is aligned with the window 50a in the side wall 14a. The aircraft seat 34a is preferably aligned directly with the window 50a in the side wall 14a. This allows a particularly advantageous orientation of the aircraft seat 34a to be achieved, in which a passenger sitting on the aircraft seat 34a has an advantageous view out of the window 50a of the side wall 14a.

[0037] The aircraft seat modules 24a, 28a of the aircraft seat arrangement 10a are arranged at a seat pitch X from one another in the aircraft cabin 12a. All aircraft seat modules 24a, 28a of the aircraft seat arrangement 10a preferably each have the same seat pitch from the directly adjacent aircraft seat module 24a, 28a of the aircraft seat arrangement 10a. The seat pitch X is a distance measured parallel to the aircraft cabin center axis 18a between the adjacent aircraft seat modules 24a, 28a, in particular between corresponding identical components of the two aircraft seat modules 24a, 28a. By way of example, the seat pitch between the two aircraft seat modules 24a, 28a between the aircraft seats 34a of the respective adjacent aircraft seat modules 24a, 28a is shown as seat pitch X. The seat pitch X is a distance measured parallel to the aircraft cabin center axis 18a between the aircraft seat centers of the respective aircraft seats 34a of the aircraft seat modules 24a, 28a.The seat pitch X between the adjacent aircraft seat modules 24a, 28a can preferably be between 838 mm (33 inches) and 1016 mm (40 inches). Preferably, the aircraft seat modules 24a, 28a of the aircraft seat arrangement 22a have a seat pitch X of 989 mm (35 inches). This short seat pitch X is achievable in particular by the steep inclination of the aircraft seats 34a by the angle α of 30 to 80 degrees.

[0038] The aircraft seat 34a of the aircraft seat module 24a, designed as a full-flat seat, forms a particularly comfortably long reclining surface in its reclining position. The reclining surface of the aircraft seat 34a in its reclining position has a reclining surface length of 2006 mm (79 inches). In principle, it is conceivable for the aircraft seats 34a in their reclining position to have a reclining surface length of 1905 mm (75 inches) to 2032 mm (80 inches), depending on the angle α at which the aircraft seats 34a of the aircraft seat modules 24a, 28a are aligned in the aircraft cabin 12a. At an angle α of 65 degrees, a reclining surface length of 2006 mm (79 inches) can be achieved with a seat pitch X of 989 mm (35 inches). As a result, with a good packing density of the aircraft seat modules 24a, 28a, a particularly advantageous long lying surface length can be achieved by a short seat pitch X by the inclination of the aircraft seats 34a by the angle α.This allows the aircraft seat module 24a, 28a to be designed to be particularly comfortable.

[0039] The first aircraft seat module 24a has a housing unit 52a. The housing unit 52a is provided to at least partially delimit the aircraft seat area 26a of the first aircraft seat module 24a. The housing unit 52a has a first housing element 54a. The housing element 54a is designed as a wall element. In an assembled state, the housing element 54a extends from the cabin floor 32a to a region above the backrest 38a in a TTL position of the aircraft seat 34a. The housing element 54a is formed, for example, from plastic or plastic composite panels. The first housing element 54a extends laterally of the aircraft seat 34a. The first housing element 54a extends from the aircraft seat 34a in the direction of the side wall 14a.The first housing element 54a delimits the aircraft seat area 26a of the first aircraft seat module 24a toward a first left side in the area of ​​the aircraft seat 34a and in the area in front of the aircraft seat 34a. The first housing element 54a runs in an area in front of the aircraft seat 34a parallel to a seating direction 48a of the aircraft seat 34a. The first housing element 54a has a front partial area that is aligned parallel to a seating direction 48a of the aircraft seat 34a. The first housing element 54a extends with its end remote from the aisle to just in front of the side wall 14a. In an assembled state, a gap exists between the end of the first housing element 54a remote from the aisle and the side wall 14a. In principle, it is conceivable that due to the distance in the assembled state, a gap remains between the end of the first housing element 54a remote from the aisle and the side wall 14a.Preferably, an intermediate element is arranged between the end of the first housing element 54a remote from the aisle and the side wall 14a, which closes the gap formed by the distance. The intermediate element, not shown in detail, is preferably designed as an elastic element that is firmly connected to the housing element 54a and, thanks to its elasticity, is easily adaptable to any variation in the gap that may arise due to manufacturing tolerances. The first housing element 54a has a rear partial region in which the first housing element 54a is curved towards the front partial region. The rear partial region of the first housing element 54a is arranged in the region of the aircraft seat 34a. The rear partial region of the first housing element 54a is curved in the direction of the aircraft seat 34a and extends into an area behind the aircraft seat 34a.The front partial region and the rear partial region of the first housing element 54a are preferably formed in one piece. In principle, a multi-part design of the first housing element 54a comprising several interconnected individual elements would also be conceivable. The housing unit 52a has a second housing element 56a. The second housing element 56a is designed as a wall element. In an assembled state, the housing element 56a extends from the cabin floor 32a to an area above the backrest 38a in a TTL position of the aircraft seat 34a. The second housing element 56a extends behind the aircraft seat 34a. The second housing element 56a separates the aircraft seat area 26a from the central aisle 20a. The second housing element 56a is connected to the first housing element 54a.The housing unit 52a is straight in an area in front of the aircraft seat 34a and runs obliquely to the aircraft cabin center axis 18a. The straight part of the housing unit 52a is formed in particular by the first housing element 54a of the housing unit 52a. In an area of ​​the aircraft seat 34a, the housing unit 52a is C-shaped. The housing unit 52a runs next to the aircraft seat 34a essentially orthogonal to the aircraft cabin center axis 18a. The area of ​​the housing unit 52a that runs orthogonal to the aircraft cabin center axis 18a is preferably also formed by the first housing element 54a. In an area behind the aircraft seat 34a and adjacent to the center aisle 20a, the housing unit 52a runs essentially parallel to the aircraft cabin center axis 18a.The region of the housing unit 52a running parallel to the aircraft cabin center axis 18a is preferably formed by the second housing element 56a.

[0040] The aircraft seat module 24a can have a door element 128a. The door element 128a is slidably arranged on the second housing element 56a of the housing unit 52a. The door element 128a is mounted on the second housing element 56a for linear displacement via a bearing unit (not shown in detail). The door element 128a can be adjusted between an open and a closed position. In the open position, the door element 128a is arranged in the second housing element 56a of the housing unit 52a. In the open position, the door element 128a provides access to the aircraft seat area 26a. The access area of ​​the aircraft seat area 26a has a width of 381 mm (15 inches). In the closed position, the door element 128a is moved out of the second housing element 56a. In the closed position, the door element 128a closes the passage area to the aircraft seat area 26a of the aircraft seat module 24a.In principle, it is also conceivable for the aircraft seat module 24a not to have a door element 128a, whereby a passageway to the aircraft seat area 26a remains constantly free. In principle, it is likewise conceivable for the door element 128a, which is displaceably mounted on the second housing element 56a of the housing unit 52a, to be provided to close a passageway to an aircraft seat area arranged next to the aircraft seat module 24a, in particular behind the aircraft seat module 24a. For this purpose, it would be conceivable for the movably mounted door element 128a to be displaceably mounted from the second housing element 56a in a direction away from the aircraft seat module 28a arranged in front of the aircraft seat module 24a in the direction of the aircraft seat module arranged behind it.

[0041] The second aircraft seat module 28a has an aircraft seat 58a. The aircraft seat 58a is designed identically to the aircraft seat 32a of the first aircraft seat module 24a. The aircraft seat 58a is also designed as a full-flat seat. The aircraft seat 58a is intended to be mounted in the aircraft cabin 12a at an angle α of more than 35 degrees. The aircraft seat 58a is mounted rotated by the angle α of 55 degrees to the aircraft cabin center axis 18a. The aircraft seat 58a is directed toward the side wall 14a of the aircraft cabin 12a. A seating direction of the aircraft seat 58a points away from the center aisle 20a toward the side wall 14a. The aircraft seat 58a of the second aircraft seat module 28a is aligned parallel to the aircraft seat 32a of the first aircraft seat module 24a.

[0042] The further aircraft seat module 28a, arranged directly adjacent to the first aircraft seat module 24a, also has a housing unit 60a. The housing unit 60a partially delimits the aircraft seat area 30a of the second aircraft seat module 28a. The housing unit 60a is essentially designed identically to the housing unit 52a of the first aircraft seat module 24a, which is why the housing unit 60a will not be described in detail below. The housing unit 60a of the second aircraft seat module 28a has similarly designed housing elements. The housing unit 60a of the second aircraft seat module 28a separates the aircraft seat area 26a of the first aircraft seat module 24a from the aircraft seat area 30a of the second aircraft seat module 28a. The housing unit 60a of the second aircraft seat module 28a extends between the two aircraft seat areas 26a, 30a of the two aircraft seat modules 24a, 28a arranged next to one another.An outer side 62a of the housing unit 60a of the second aircraft seat module 28a faces the aircraft seat area 26a of the first aircraft seat module 24a. An inner side of the housing unit 60a of the second aircraft seat module 28a faces the aircraft seat area 30a of the second aircraft seat module 28a. The aircraft seat area 26a of the first aircraft seat module 24a is bounded on one, left-hand side by the housing unit 52a of the first aircraft seat module 24a and on an opposite, right-hand side by the housing unit 60a of the second aircraft seat module 28a.

[0043] The first aircraft seat module 24a has a first console unit 64a. The console unit 64a is attached to an inner side 66a of the housing unit 52a of the first aircraft seat module 24a. The console unit 64a is arranged in an area in front of the aircraft seat 34a. The console unit 64a forms a storage option 68a. The storage option 68a is intended to accommodate various items. Various items can be securely stored in the storage option 68a, particularly during a flight. For this purpose, the storage option 68a preferably has various storage compartments, storage elements, and fastening means, such as rubber bands or hooks. Figure 6is shown as an example of how a storage option 68a with two front storage compartments 70a, 72a and one rear storage compartment 74a can be designed. The console unit 64a is mounted with the storage option 68a, which forms the storage compartments 70a, 72a, 74a, on the inner side 66a of the housing unit 52a. In principle, it would also be conceivable for the console unit 64a and thus also the storage option 68a with its storage compartments 70a, 72a, 74a to be partially recessed into the housing unit 52a. The console unit 64a preferably has further functional units 76a, 78a. The first functional unit 76a is designed as a plug unit. The functional unit 76a designed as a plug unit comprises several plug elements. The plug elements are designed, for example, as power plugs, as USB plugs, or as another plug element that appears appropriate to the expert.A passenger can preferably establish a data connection to an entertainment system or charge an electronic device via the connector elements. The additional functional unit 78a is designed as an operating unit. The functional unit 78a designed as an operating unit is intended to allow a passenger to control functions of the aircraft seat 34a or an entertainment system. The functional unit 78a designed as an operating unit can be designed as a touch panel, a touchscreen, a remote control, or another operating element.

[0044] The first aircraft seat module 24a has a monitor unit 80a. The monitor unit 80a is pivotably connected to the inner side 66a of the housing unit 52a. The monitor unit 80a is mounted in a front region of the housing unit 52a. The monitor unit 80a is mounted in a front region of the console unit 64a. The monitor unit 80a is advantageously integrated into the console unit 64a. The monitor unit 80a comprises a mounting housing 82a. The mounting housing 82a is connected to the housing unit 52a. The monitor unit 80a has a screen 84a. The screen 84a is mounted in the mounting housing 82a. The monitor unit 80a has a bearing device via which the monitor unit 80a is pivotably connected to the housing unit 52a.The bearing device comprises at least one pivot bearing, which is designed, for example, as a hinge and is arranged between the housing unit 52a and the fastening housing 82a of the monitor unit 80a. The bearing device allows the monitor unit 80a to be pivoted between a stowed position and a use position. In the stowed position, the monitor unit 80a is thus folded against the housing unit 52a, with the screen 84a oriented towards the housing unit 52a. In the stowed position, the monitor unit 80a covers at least part of the console unit 64a. In the stowed position, the monitor unit 80a covers, in particular, the storage compartment 74a of the console unit 64a. As a result, when the monitor unit 80a is closed, the storage compartment 74a of the console unit 64a can advantageously be closed.

[0045] The monitor unit 80a has a rear side 86a. The rear side 86a of the monitor unit 80a is formed by a rear side of the mounting housing 82a. In the stowed position of the monitor unit 80a, the rear side 86a faces the aircraft seating area 26a. In the stowed position, the rear side 86a of the monitor unit 80a faces away from the housing unit 52a. In the use position, the rear side 86a of the monitor unit 80a faces the aircraft side wall 14a. A fastening means 88a for stowing utensils is arranged on the rear side 86a of the monitor unit 80a. The fastening means 88a is designed, for example, as a literature pocket. The fastening means 88a designed as a literature pocket is intended to ensure that utensils, in particular literature, can be stored therein in a manner that prevents them from being lost. The fastening means 88a designed as a literature pocket is formed by a cavity which is partially delimited by the fastening housing 82a.The fastening means 88a, designed as a literature pocket, is formed by a hollow space that is open at the top. In principle, it is also conceivable for the fastening means 88a to be designed as a storage compartment, a fastening hook, a clamping element, or a shelf element. Preferably, it is also conceivable for several fastening means 88a to be provided on the rear side 86a of the monitor unit 80a.

[0046] The first aircraft seat module 24a has a further console unit 90a. The further console unit 90a is arranged in front of the aircraft seat 34a of the first aircraft seat module 26a. The further console unit 90a is connected to the housing unit 52a of the first aircraft seat module 24a. The further console unit 90a extends to just in front of the outer side 62a of the housing unit 60a of the second aircraft seat module 28a. The further console unit 90a is mounted on the first housing unit 52a. The further console unit 90a is not directly connected to the housing unit 60a of the second aircraft seat module 28a. The further console unit 90a has a base frame (not shown in detail). The further console unit 90a is connected to the cabin floor 32a via the base frame.The base frame can comprise a support and one or more fastening elements by means of which the base frame is coupled to the cabin floor 32a, in particular guide rails in the cabin floor 32a. The further console unit 90a has a floor element 106a. The floor element 106a forms a base floor of the further console unit 90a. The floor element 106a is designed as a cladding element that surrounds the base frame of the further console unit 90a. The floor element 106a conceals the base frame of the further console unit 90a. In a plan view, the further console unit 90a is essentially designed as a parallelogram. This allows the further console unit 90a to be particularly advantageously integrated into the front region of the aircraft seating area 26a facing the side wall 14a.

[0047] The additional console unit 90a has a footrest area 92a. The footrest area 92a is formed by a rigid support element 94a. The rigid support element 94a forms a raised surface relative to the support plane. The support element 94a forming the footrest area 92a is arranged above the floor element 106a. A gap is present between the support element 94a forming the footrest area 92a and the floor element 106a. The gap between the floor element 106a and the support element 94a is preferably designed as a storage space, in particular for hand luggage. Fastening means, for example a mesh element or a tensioning element for securing hand luggage, are preferably provided in the storage space between the floor element 106a and the support element 94a. The footrest area 92a has a cushioning element that forms a support surface for the rigid support element 94a.The footrest area 92a extends the reclining surface 42a provided by the aircraft seat 34a in the reclining position. The aircraft seat 34a, i.e., the backrest 38a, the seat base 36a, the legrest element 40a, and the rigid support element 94a forming the footrest area 92a, form the flat reclining surface 42a in the reclining position of the aircraft seat 34a. In principle, it would also be conceivable for the aircraft seat 34a not to have a legrest element 40a.

[0048] The additional console unit 90a has a fixed table element 96a. The fixed table element 96a is arranged above the footrest area 92a. The fixed table element 96a covers the support element 94a forming the footrest area 92a. The fixed table element 96a defines the upper limit of the footrest area 92a. The fixed table element 96a is rigidly mounted in the aircraft seat area 26a. The fixed table element 96a is not adjustable. The fixed table element 96a is firmly connected on a first side to the housing unit 52a of the first aircraft seat module 24a. The fixed table unit 96a is rigidly mounted to the housing element 54a of the housing unit 52a. The fixed table element 96a has a front edge 102a that is oriented orthogonally to the seating direction 48a of the aircraft seat 34a. The front edge 102a terminates the fixed table element 96a in the direction of the aircraft seat 34a.The fixed table element 96a faces precisely toward the aircraft seat 34a with its front edge 102a. The fixed table element 96a forms a flat table surface 98a from its upper side. The flat table surface 98a of the fixed table element 96a is intended to be used as a storage area by a passenger in the aircraft seating area 26. Preferably, it is conceivable for receiving recesses to be formed in the flat table surface 98a, in which utensils can be partially received. Preferably, it is also conceivable for the fixed table element 96a to comprise fastening means 100a attached to its flat table surface 98a in a rear region. The rear region is to be understood as a region of the fixed table element 96a that, when the monitor unit 80a is in a use position, is arranged behind the monitor unit 80a, as viewed in the seat direction 48a.The fastening means 100a allow the rear area to be configured as an additional storage area for hand luggage. The fastening means 100a are designed, for example, as tensioning straps, such as elastic tensioning straps.

[0049] The additional console unit 90a has a support element 104a. The support element 104a is provided to support the fixed table unit on a second side facing away from the housing unit 52a of the first aircraft seat module 24a. The support element 104a is designed as a vertical support. The support element 104a is connected by an upper end to an underside of the fixed table element 96a. A lower end of the support element 104a is connected to the base frame (not shown in detail) of the additional console unit 90a. Forces acting on the table element 96a can be diverted into the cabin floor 32a via the support element 104a. The support element 104a is provided to support the fixed table element 96a on the base frame of the console unit 90a and thus on the cabin floor 32a. This allows the fixed table unit to be made particularly stable.The support element 104a is mounted on a side of the support element 94a facing away from the housing unit 52a. The support element 104a delimits the support element 94a and thus the footrest area 92a at least partially on the side facing away from the housing unit 52a.

[0050] The first aircraft seat module 24a has a shelf element 108a. The shelf element 108a is connected to the outer side 62a of the housing unit 60a of the second aircraft seat module 28a. The shelf element 108a is firmly connected to the housing unit 60a of the second aircraft seat module 28a via suitable connecting elements. For example, the shelf element 108a can be screwed to the outer side 62a of the housing unit 60a. The shelf element 108a has a plurality of storage compartments in which utensils can be securely arranged. The storage compartments of the shelf element 108a are preferably trough-shaped. The shelf element 108a is arranged at a height directly above the table surface 98a formed by the fixed table element 96a. The shelf element 108a is intended to bridge the gap between the housing unit 60a of the second aircraft seat module 28a and the fixed table element 96a of the further console unit 90a.The shelf element 108a extends in the region of the fixed table element 96a from the outer side 62a of the housing unit 60a of the second aircraft seat module 28a to beyond the table surface 98a of the fixed table element 96a. Preferably, the shelf element 108a, in its front region facing away from the housing unit 60a, rests with an underside on the table surface 98a of the fixed table element 96a. This allows the shelf element 108a to advantageously rest on the fixed table element 96a. In principle, it is also conceivable for a minimal gap to be present between the table surface 98a of the fixed table element 96a and the underside of the shelf element 108a. The gap between the underside of the shelf element 108a and the table surface 98a is advantageously so small that no utensils can fit therein.

[0051] The first aircraft seat module 24a has an adjustable table element 110a. The adjustable table element 110a is arranged to be linearly displaceable relative to the housing unit 52a. The adjustable table element 110a is displaceable relative to the aircraft seat 34a of the aircraft seat area 26a. The adjustable table element 110a is displaceable between a stowed position and a maximally extended use position. The adjustable table element 110a is displaceable parallel to the seat direction 48a between the stowed position and the use position. The adjustable table unit is displaceably arranged on an underside of the fixed table element 96a. The adjustable table element 110a is arranged directly below the fixed table element 96a. The adjustable table element 110a is linearly displaceable. The adjustable table element 110a is connected to the inner side 66a of the housing unit 52a.The adjustable table element 110a has a first bearing unit 112a, via which the table element 110a is slidably mounted relative to the housing element 54a of the housing unit 52a. The adjustable table element 110a is mounted on its first side via the bearing unit 112a. The bearing unit 112a comprises a guide rail connected to the housing element 54a. Furthermore, the bearing unit 112a comprises a bearing element fixedly arranged on the adjustable table element 110a, which is slidably mounted in the guide rail connected to the housing element 54a. The adjustable table element 110a has a second bearing unit 114a, via which the adjustable table element 110a is slidably attached to the fixed table element 96a. The second bearing unit 114a is arranged on a second side of the displaceable table element 110a facing away from the housing unit 52a of the first aircraft seat module 24a.The second bearing unit 114a has a first bearing element arranged on the underside of the fixed table element 96a. The bearing element is preferably designed as a bearing rail. The second bearing unit 114a has a second bearing element firmly connected to the adjustable table element 110a. The bearing element connected to the adjustable table element 110a is designed as a bearing rail. The two bearing elements of the second bearing unit 114a, designed as bearing rails, are slidably connected to one another for the adjustable storage of the table element 110a. In its stowed position, the adjustable table element 110a is preferably arranged completely below the fixed table element 96a. In its fully extended use position, the adjustable table element 110a is arranged above the seat base 36a of the aircraft seat 32a when the seat is in its upright sitting position.The adjustable table element 110a is preferably lockable in the stowed position and in the fully adjusted use position. It is also conceivable for the table unit to be lockable in intermediate positions.

[0052] The first aircraft seat module 24a has a bridging element 116a. The bridging element 116a is provided, in an assembled state, to close a gap between the further console unit 90a and the housing unit 60a of the second aircraft seat module 28a. The bridging element 116a is arranged between the further console unit 90a and the housing unit 60a of the second aircraft seat module 28a. The bridging element 116a is provided, in particular, to close the gap between the further console unit 90a and the housing unit 60a of the second aircraft seat module 28a in a floor region facing the cabin floor 32a. The bridging element 116a closes the gap between the further console unit 90a and the housing unit 60a of the second aircraft seat module 28a in the region of the floor element 106a. The bridging element 116a is designed as a cover element.The bridging element 116a forms a storage area 118a. The storage area 118a is designed as a bottle holder. The storage area 118a is designed as a recess. The storage area 118a is designed as an elongated recess with a rectangular cross-section. The storage area 118a designed as a recess is configured such that beverage bottles can be stored therein.

[0053] The aircraft seat module 24a is particularly advantageously designed to be safe for a passenger sitting on the aircraft seat 34a. A wall of the aircraft seat area 26a arranged in front of the aircraft seat 34a is formed by the enclosure unit 60a of the aircraft seat module 28a arranged in front of the aircraft seat module 24a. The enclosure unit 60a forms a surface in a rear region 138a adjacent to the aircraft seat 34a that is oriented substantially orthogonally to the aircraft cabin center axis 18a. The rear region 138a is designed as a region of the enclosure unit 60a facing the center aisle 20a. The rear region 138a forms a potential head impact area for a passenger or crash test dummy in the event of a crash or crash test. The rear region 138a is located directly in the deceleration direction of the aircraft seat 34a.The three-point belt unit 122a can advantageously mitigate or prevent the impact of a passenger's or crash test dummy's head during a crash or crash test. The rear region 138a can additionally be designed as a padded area to cushion a potential impact. The orientation of the rear region 138a relative to the aircraft seat 34a is particularly advantageous due to the inclination of the aircraft seat 34a by the angle α.

[0054] The housing unit 60a forms a surface in a front region 140a in front of the aircraft seat 34a, which is aligned obliquely to the aircraft cabin center axis 18a. The front region 140a forms a leg support region. The front region 140a is tilted toward the rear region 138a. The front region 140a is provided so that the legs of a passenger or crash test dummy sitting on the aircraft seat 34a can rest on the front region 140a in the event of a crash or during a crash test. In the event of a crash or crash test, the legs of a passenger or crash test dummy sitting on the aircraft seat 34a impact the front region 140a, which is designed as a leg support region, due to the accelerations acting on them. This can prevent the passenger from twisting. This can also reduce twisting of the passenger's or crash test dummy's torso.This allows for particularly favorable crash test results and provides a particularly safe aircraft seat module 24a. This could also advantageously eliminate the need for additional safety systems, such as an airbag or similar.

[0055] Preferably, a usable area 130a is arranged in front of the frontmost aircraft seat module of the aircraft seat arrangement 10a. The usable area 130a is arranged between a transverse wall 132a, which separates a part of the aircraft cabin 12a in which the aircraft seat arrangements 10a, 22a are arranged, and the frontmost aircraft seat module. The aircraft seat arrangement 10a has a front housing element 134a. The front housing element 134a is designed essentially the same as the first housing elements 54a of the housing units 52a, 60a of the aircraft seat modules 24a, 28a. The front housing element 134a delimits the aircraft seat area of ​​the frontmost aircraft seat module of the aircraft seat arrangement 10a to the front. A storage area 136a is arranged in the usable area 130a between the transverse side wall 132a and the front housing element 134a. The storage area 136a preferably has a plurality of storage compartments provided for storing objects.For example, the stowage area 136a can also be provided for stowing an aircraft crew's belongings. The stowage area 136a can preferably be provided for stowing hand luggage. The stowage area 136a can preferably be assigned to the front aircraft seat module of the aircraft seat arrangement 10a. The usable area 130a can preferably also be provided for expanding the frontmost aircraft seat module of the aircraft seat arrangement 10a. For example, the usable area 130a could be used at least partially to expand the aircraft seat area, in which the front housing element 134a is designed to be adjustable or removable.

[0056] In the Fig. 11A 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 embodiments, in particular to the Fig. 1 to 10 To distinguish the embodiments, the letter a is added to the reference numerals of the embodiment in Fig. 1 to 10 In the example of the Fig. 11 the letter a is replaced by the letter b.

[0057] The Figure 11 shows a second embodiment of an aircraft seat arrangement according to the invention. Figure 11Only a first aircraft seat module 24b of the aircraft seat arrangement 10b is shown. The aircraft seat module 24b is designed essentially the same as the aircraft seat module of the first exemplary embodiment. The first aircraft seat module 24b delimits an aircraft seat region 26b. The first aircraft seat module 24b has an aircraft seat 34b. The aircraft seat 34b is designed as a full-flat seat. The aircraft seat 34b is intended to be mounted at an angle α of more than 35 degrees in an aircraft cabin 12b. The aircraft seat 34b is mounted at an angle α of 55 degrees in the aircraft cabin 12b. The aircraft seat 34b has a seating direction 48b. The first aircraft seat module 24b has a housing unit 52b. The housing unit 52b is intended to at least partially delimit the aircraft seat region 26b of the first aircraft seat module 24b. The first aircraft seat module 24b has a first console unit 64b.The first console unit 64b is attached to an inner side 66b of the housing unit 52b of the first aircraft seat module 24b. The first aircraft seat module 24b has a monitor unit 80b. The monitor unit 80b is pivotally connected to the inner side 66b of the housing unit 52b. The first aircraft seat module 24b has a further console unit 90b. The further console unit 90b is arranged in front of the aircraft seat 34b of the first aircraft seat module 24b.

[0058] The further console unit 90b has a fixed table element 96b. The fixed table element 96b is rigidly mounted in the aircraft seat area 26b. The fixed table element 96b is firmly connected on a first side to the housing unit 52b of the first aircraft seat module 24b. In contrast to the previous exemplary embodiment, the fixed table element 96b has a front edge 102b that is not oriented orthogonally to the seat direction 48b. The front edge 102b of the table element 96b is oriented obliquely to the seat direction 48b. The fixed table element 96b extends closer to the aircraft seat 34b in a region facing the housing unit 52b than in a region facing away from the housing unit 52b. The aircraft seat module 24b has an adjustable table element 110b. The adjustable table element 110b is arranged to be linearly displaceable relative to the housing unit 52b.The adjustable table element 110b is arranged below the fixed table element 96b. In contrast to the first exemplary embodiment, the adjustable table element 110b protrudes below the fixed table element 96b in its stowed position, particularly due to the inclined front edge 102b of the fixed table element 96b. A portion of the adjustable table element 110b is arranged in front of the fixed table element 96b in the stowed position. Reference symbol 10 Aircraft seating arrangement 68 Storage option 12 aircraft cabin 70 storage compartment 14 side wall 72 storage compartment 16 side wall 74 storage compartment 18 Aircraft cabin centerline 76 functional unit 20 center aisle 78 functional unit 22 Aircraft seating arrangement 80 Monitor unit 24 Aircraft seat module 82 Mounting housing 26 Airplane seating area 84 Screen 28 Aircraft seat module 86 back 30 Airplane seating area 88 Fasteners 32 Cabin floor 90 Console unit 34 airplane seat 92 Footrest area 36 Seat base 94 Support element 38 backrest 96 Table element 40 Leg support element 98 Table surface 42 Lying area 100 Fasteners 44 Headrest element 102 leading edge 46 central axis 104 Support element 48 Seat direction 106 Floor element 50 Window 108 Shelf element 52 Enclosure unit 110 Table element 54 Enclosure element 112 storage unit 56 Enclosure element 114 storage unit 58 airplane seat 116 Bridging element 60 Enclosure unit 118 Storage area 62 outside 120 Seat width 64 Console unit 122 Three-point belt unit 66 inside 124 shoulder strap 126 lap belt 138 Rear area 128 Door element 140 Front area 130 Usable area 132 transverse side wall X Seat pitch 134 Enclosure element 136 Storage area

Claims

1. An aircraft seat arrangement with a first aircraft seat module (24) which delimits an aircraft seat region (26), the aircaraft seat module (24) comprising an aircraft seat (34) which is configured to be mounted in the aircraft cabin (12) at an angle α of more than 30 degrees, to be oriented away from a central aisle (20) towards a window (50) of an aircraft cabin (12) and to form an at least substantially planar lying-down surface (42), wherein the aircraft seat module (24) comprises at least one enclosure unit (52) which delimits the aircraft seat region (26) at least partially, and with at least one further aircraft seat module (28) which is arranged directly neighboring the first aircraft seat module (24) and delimits a further aircraft seat region (30), wherein the further aircraft seat module (28) also comprises an enclosure unit (60) which delimits the aircraft seat region (30) at least partially, wherein the enclosure unit (60) of the further aircraft seat module (28) is realized substantially identically to the enclosure unit (52) of the first aircraft seat module (24) and separates the aircraft seat region (26) of the first aircraft seat module (24) from the aircraft seat region (30) of the second aircraft seat module (28), wherein the enclosure unit (52) at least partly separates the aircraft seat region (26) from a remaining cabin area, characterized in that the enclosure unit (52) comprises at least one enclosure element (54) which extends, at least in a region in front of the aircraft seat (34), parallel to a sitting direction (48) of the aircraft seat (34) and is configured to extend, with an end that is away from the aisle, at least as far as shortly in front of a side wall (14).

2. The aircraft seat arrangement according to claim 1, characterized in that the aircraft seat module (24) comprises a console unit (64), which forms at least one stowage facility (68) that is connected to an inner face (66) of the enclosure unit (52) of the first aircraft seat module (24), in a region in front of the aircraft seat (34).

3. The aircraft seat arrangement according to any one of the preceding claims, characterized in that the aircraft seat module (24) comprises a further console unit (90), which is arranged frontally in front of the aircraft seat (34) and comprises at least a footrest region (92) and / or a fixed table element (96).

4. The aircraft seat arrangement according to claim 3, characterized in that the further console unit (90) is connected to the enclosure unit (52) of the first aircraft seat module (24) and extends as far as shortly in front of an outer face (62) of the enclosure unit (60) of the second aircraft seat module (28).

5. The aircraft seat arrangement according to claim 4, characterized in that the aircraft seat module (24) comprises a shelf element (108), which is connected to the outer face (62) of the enclosure unit (60) of the second aircraft seat module (28) and bridges a gap between the enclosure unit (60) and the further console unit (90), in particular the fixed table element (96).

6. The aircraft seat arrangement according to claim 3, characterized in that in a plan view, the further console unit (90) is realized substantially as a parallelogram or as a triangle.

7. The aircraft seat arrangement at least according to claim 3, characterized in that the further console unit (90) comprises a bracing element (104) which supports at least the fixed table element (96) on a side that faces away from the enclosure unit (52) of the first aircraft seat module (24).

8. The aircraft seat arrangement according to any one of the preceding claims, characterized in that the aircraft seat module (24) comprises an adjustable table element (110), which is connected to the inner face (66) of the enclosure unit (52) in a linearly displaceable manner, and is displaceable parallel to the sitting direction (48) between a stowage position and a usage position.

9. The aircraft seat arrangement according to claims 3 and 7, characterized in that the adjustable table element (110) is arranged at an underside of the fixed table element (96) and is fastened to the fixed table element (96) via at least one bearing unit (112, 114).

10. The aircraft seat arrangement according to claim 3, characterized in that the fixed table element (96) has a front edge (102) which is aligned orthogonally to the sitting direction (48) of the aircraft seat (34).

11. The aircraft seat arrangement according to any one of the preceding claims, characterized in that the aircraft seat module (24) comprises a monitor unit (80), which is connected to the inner face (66) of the enclosure unit (52) in a pivotable manner.

12. The aircraft seat arrangement according to claim 11, characterized in that at least one fixing means (88) for a stowage of utensils is arranged on a rear side (86) of the monitor unit (80).

13. The aircraft seat arrangement according to claim 3, characterized in that the first aircraft seat module (24) comprises at least one bridge element (116), which in a mounted state closes a gap between the further console unit (90) and the enclosure unit (60) of the second aircraft seat module (28).

14. An aircraft cabin with a single central aisle (20) and with a first aircraft seat arrangement (10) according to any one of the preceding claims, comprising several aircraft seat modules (24, 26), which is arranged between the central aisle (20) and a first side wall (14), and with a second aircraft seat arrangement (22) comprising several aircraft seat modules, which is arranged between the central aisle (20) and a second side wall (16).

15. The aircraft cabin according to claim 14, characterized in that the aircraft seat modules (24, 26) each comprise an aircraft seat (34, 58), said aircraft seats (34, 58) being oriented towards the side wall at an angle α of 35 - 80 degrees.