AIRCRAFT SEAT MODULE

Description

State of the art

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

[0002] An aircraft seat module forming an aircraft seating area, comprising an aircraft seat intended to be mounted in the aircraft cabin at an angle α of 30 to 80 degrees, preferably 45 to 65 degrees, and comprising at least a base frame and a kinematic unit, an enclosure unit comprising a first enclosure element that at least partially limits the aircraft seating area in the area of ​​the aircraft seat, and a second enclosure element that partially limits the aircraft seating area at least in an area in front of the aircraft seat, an ottoman that provides a footrest area, and a console unit that forms at least one storage and / or stow area of ​​the aircraft seating area, has already been proposed.

[0003] US 2019 / 248497 A1 discloses a passenger seating arrangement for use in an aircraft cabin, comprising a seating unit that is convertible between a sitting configuration and a reclining configuration, wherein each pair of seating units includes an inward-facing seating unit.

[0004] US 2019 / 276151 A1 discloses a passenger seating arrangement for an aircraft cabin, wherein foot-end housings are provided with retractable armrests.

[0005] US 2010 / 065683 A1 reveals an aircraft seat that can be converted into a nearly flat bed.

[0006] DE 10 2019 108490 A1 discloses an aircraft seating arrangement comprising a seating area equipped with an aircraft seat, wherein a lighting module has several light elements which, in the operating state, serve to partially illuminate the seating area.

[0007] US 2019 / 092475 A1 discloses a pair of seats, in particular seating arrangements for aircraft, comprising a first seat and a second seat, wherein the first and second seats each have a first and second shell, with a first and second panel extending towards the second and first seats respectively.

[0008] US 9 403 597 B2 discloses a passenger accommodation unit for a vehicle, wherein the accommodation unit is designed to provide individual, self-contained seating and sleeping accommodations for a passenger.

[0009] The object of the invention is, in particular, to provide a generic device with improved properties with regard to ease of approval and low weight. This object is achieved according to the invention by the features of claim 1, while advantageous embodiments and further developments of the invention can be found in the dependent claims. Advantages of the invention

[0010] The invention relates to an aircraft seat module forming an aircraft seating area, with an aircraft seat designed to be mounted in the aircraft cabin at an angle α of 30 to 80 degrees, preferably 45 to 65 degrees, and comprising at least a base frame and a kinematic unit, with an enclosure unit comprising a first enclosure element that at least partially limits the aircraft seating area in the area of ​​the aircraft seat, and a second enclosure element that partially limits the aircraft seating area at least in an area in front of the aircraft seat, with an ottoman providing a footrest area, and with a console unit that forms at least one storage and / or stow area of ​​the aircraft seating area.

[0011] It is proposed that the aircraft seat be combined in a separately designed 16G module and the second housing element, the ottoman, and the console unit in a separately designed 9G module, with the 16G and 9G modules being intended to be attached separately to a cabin floor. An "aircraft seat module" is defined as a module comprising at least one aircraft seat and other components of the aircraft seating area. The aircraft seat module is intended to be securely mounted to the cabin floor using appropriate fastening means.The aircraft seat module is designed as a module that defines an aircraft seating area and includes at least a portion of the enclosure unit that at least partially separates the aircraft seating area from the remaining cabin area, at least one aircraft seat arranged within the aircraft seating area, and further 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. The aircraft seat module is preferably part of an aircraft seating assembly. An "aircraft seating assembly" is understood to be an arrangement of several aircraft seat modules that are mounted in at least one row on a support surface, in particular on the cabin floor of an aircraft cabin. The aircraft seating assembly comprises several aircraft seat modules arranged one behind the other. The aircraft seating assembly is intended for use in the cabin of an aircraft.The aircraft cabin has a central axis. This central axis is equidistant from opposite cabin walls. It is aligned parallel to a roll axis of the aircraft. Preferably, it is aligned parallel to a mounting plane. The cabin preferably has a floor that forms this mounting plane. The aircraft seat modules are designed to be mounted on the cabin floor. The cabin preferably has exactly one central aisle. An "aisle" is defined as a passage between two rows of aircraft seat modules, providing access to the seating modules. Preferably, exactly one central aisle is provided.The aircraft seating arrangement is preferably designed for an aircraft cabin with exactly one aisle. Preferably, the at least one aisle extends at least substantially parallel to the aircraft cabin's centerline. An "aircraft seating area" is preferably understood to be an area that 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 aircraft seat module are arranged in the aircraft seating area. The aircraft seat of the aircraft seat module is designed 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 includes at least one armrest. It would also be conceivable for the aircraft seat to include a leg rest. In principle, the aircraft seat can include further attachments, such as preferably a headrest.Preferably, the aircraft seat includes a three-point harness unit by which a passenger can be secured to the aircraft seat. A "three-point harness unit" is understood to mean, in particular, a restraint unit by means of which a passenger is held in the seat, at least in a closed position. The restraint unit comprises, in particular, at least one webbing strap, preferably made of a woven material, which, in the closed position, is firmly connected to the aircraft seat, especially to a supporting structure of the aircraft seat, at at least three attachment points. In the closed position, the three attachment points of the three-point harness unit are all interconnected via the at least one webbing strap. The three-point harness unit is preferably designed as a three-point belt.The three-point seat belt assembly is preferably permanently and inseparably connected to the aircraft seat at at least one point and firmly connected to the aircraft seat at two further points, at least when the three-point seat belt assembly is closed. The three-point seat belt assembly preferably includes a lap belt which, when closed, spans the seat base and, in particular, secures the pelvis and hip area of ​​the passenger. The three-point seat belt assembly preferably includes a shoulder belt which, when closed, spans the backrest and thus secures the passenger's torso. Preferably, the three-point seat belt assembly includes a belt tensioner. It is also conceivable that the aircraft seat has a different type of belt, in particular a multi-point belt, such as a five-point belt. By using a three-point seat belt assembly on the aircraft seat, an airbag in the aircraft seat module can advantageously be omitted.Preferably, the aircraft seat is adjustable between a sitting position and a reclining position, preferably electromechanically. Preferably, the aircraft seat is designed as a full-flat seat. A "full-flat seat" is preferably understood to be an aircraft seat that can be converted, particularly electromechanically, from the upright position to the reclining position and, in the reclining position, forms a lying surface that is at least substantially flat. Preferably, the lying surface, which is at least substantially flat, is inclined at an angle of 3 degrees to the mounting plane. Particularly preferably, at least one seat base and one backrest of the aircraft seat are aligned, in the reclining position, at least substantially parallel to the mounting plane on which the aircraft seat is mounted.The aircraft seat is designed to provide a substantially flat lying surface in the reclined position, on which an average passenger can lie stretched out. A "substantially flat lying surface" is understood to mean a lying surface that is preferably completely flat. However, it is also conceivable that an angle β other than 180 degrees is formed between a backrest surface and a seat surface that constitutes the lying surface in the reclined position. This angle β can preferably be between 150 degrees and 179 degrees. Preferably, the maximum lying surface length of the aircraft seat in its reclined position is at least 1905 mm (75 inches). More preferably, the lying surface length is at least 1981 mm (78 inches), and particularly preferably 2006 mm (79 inches). This design allows for an advantageously long lying surface length.This allows for a suitably comfortable aircraft seat module. Preferably, the maximum lying surface length is determined using a 229 mm ball method (9-inch ball method), in which two spaced-apart spheres with a diameter of 229 mm (9 inches) are used to measure the lying surface length. Preferably, the maximum lying surface length corresponds to the distance between the two spheres at their maximum distance from each other within the aircraft seat area. Preferably, the two spheres rest on the lying surface of the aircraft seat. Preferably, the lying axis runs parallel to or along a straight line connecting the two spheres at their maximum distance from each other.

[0012] The term "TTL position" preferably refers to an upright position of the aircraft seat that must be adopted for safety reasons, particularly during a taxiing phase, a takeoff phase and a landing phase of the aircraft.

[0013] The phrase "the aircraft seat is mounted at an angle α in the aircraft cabin" means that the aircraft seat is mounted in the aircraft cabin at an angle α relative to the aircraft cabin's 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's central axis. The phrase "the aircraft seat is pivoted at an angle α of at least 30 degrees" means that the angle α is at least 30 degrees, preferably within a range of 35 degrees to 80 degrees, and particularly preferably within a range of 45 degrees to 60 degrees. In a preferred embodiment, the angle α by which the aircraft seat is pivoted relative to the aircraft cabin's central axis is 55 degrees.

[0014] The term "seating direction of an aircraft seat" is understood to mean a direction that is parallel to the cabin floor and at least substantially perpendicular to a backrest surface formed by the seat back. The seating direction is preferably aligned parallel to a longitudinal central axis of the aircraft seat. The term "base frame" preferably refers to a supporting base frame of the aircraft seat, which may include movable components for adjusting the aircraft seat between its sitting and reclining positions. The base frame forms a mounting frame for components of the aircraft seat. Preferably, the aircraft seat is mounted to the corresponding module via the base frame.A "kinematic unit" is defined as a unit comprising an adjustment mechanism with at least one, preferably several, actuators, designed to adjust the aircraft seat between its upright and reclining positions. An "enclosure unit" is preferably defined as a unit consisting of at least one element, in particular at least one enclosure element, which permanently separates the aircraft seating area from a part of the aircraft cabin, in particular another aircraft seating area located in front of and / or behind the aircraft seating area and / or the center aisle, at least up to a maximum height. The enclosure unit is designed as a partition that separates the aircraft seating area from the center aisle and at least one other aircraft seating area.The enclosure unit can, for example, comprise two enclosure elements, each of which delimits a portion of the aircraft seating area. The two enclosure elements are preferably at least partially separate from one another. The two enclosure elements can preferably be designed as independent elements. It is also conceivable, in principle, that the two enclosure elements of the enclosure unit are at least partially formed integrally, particularly if they form part of the same module, especially the 9G module. The aircraft seat module forms a passageway in which the aircraft seat module is free of the enclosure unit, and the aircraft seating area formed by the aircraft seat module is accessible through the passageway.The term "at least partially limit" means that the enclosure unit restricts the aircraft seating area at least up to a maximum height of the enclosure unit, while leaving a passageway through which the aircraft seating area can be accessed. The term "area in front of the aircraft seat" means an area located in front of the aircraft seat in the seating position.

[0015] An "ottoman" is defined as an element that has at least one support element and is thus intended to provide a footrest area for a passenger. A "footrest area" is defined as an area that forms a surface, preferably padded, on which a passenger can rest their feet while seated in the aircraft. When the aircraft seat is in its reclined position, the footrest area, together with the aircraft seat, forms a substantially flat lying surface.

[0016] A "console unit" is preferably understood to be a unit comprising at least one, and preferably several, functional elements intended for use by a passenger. A functional element may be understood as a storage compartment, a screen unit, a tablet holder, a cup holder, a control unit, a power outlet, or any other unit that would be considered useful by a person skilled in the art and is made available to a passenger during a flight. A "storage and / or storage area" is preferably understood to be an area or element in which items and literature can be stored. A storage compartment may preferably be understood as a storage tray, a shelf, a lockable storage compartment, or a fastening device, such as an elastic tension band.

[0017] The phrase "combined" or "grouped" into a module means that the components are grouped together in an assembly module, where they can be connected to the cabin floor via corresponding mounting points, particularly fittings. Components grouped into a module are designed to be connected to the cabin floor via the same mounting points, particularly fittings. The components grouped into a module form an assembly unit that can be mounted together on the cabin floor in the aircraft cabin. A "16G module" is understood to be a module that must undergo a 16G crash test for certification. The module designed as a 16G module is intended for a 16G certification test.The 16G module preferably comprises at least all components of the aircraft seat module intended to allow a passenger to sit properly on it during flight, such as, in particular, a seat. A "9G module" is understood to be a module that must undergo a 9G crash test for certification. The module designed as a 9G module is intended for a 9G certification test. The 9G module preferably includes those components of the aircraft seat module that constitute furniture within the aircraft seating area, which are not intended for a passenger to sit properly on during flight. "Separately attached to a cabin floor" means that the two modules can be connected to the cabin floor via different mounting points, in particular fittings. "Provided for" means, in particular, specially designed and / or equipped.The phrase "an object is intended for a specific function" means, in particular, that the object fulfills and / or performs this specific function in at least one application and / or operating condition. According to the invention, the different modules can advantageously be tested separately in a corresponding crash test for approval purposes. The appropriate combination of the 16G module and the 9G module allows for a particularly advantageous distribution of the aircraft seat module components. In particular, the components grouped in the 9G module have to withstand lower loads in the corresponding crash test and can therefore be advantageously dimensioned less robustly. This allows, in particular, parts of the 9G module, and thus the entire 9G module, to be designed to be particularly lightweight. As a result, an advantageously lightweight aircraft seat module can be provided overall.

[0018] Furthermore, it is proposed that the first housing element forms part of the separately formed 16G module. Preferably, the second housing element, which forms part of the 16G module, is formed separately from the second housing element, which forms part of the 9G module. This allows the first housing element to be connected to the cabin floor particularly easily. It is further proposed that the 16G module and / or the 9G module are each designed to be rigidly coupled to the cabin floor via three mounting points. A "mounting point" is preferably understood to be a point at which a module can be rigidly mounted on a support surface, in particular the cabin floor, using a suitable fastening device, such as a fitting. This allows the 16G module and the 9G module to be connected particularly advantageously.

[0019] The 16G module has a mounting frame designed for attachment to the cabin floor and comprises three fitting elements, each designed for connection to a mounting rail. A "mounting frame" is preferably understood to be a structural frame on which the corresponding components of the 16G module can be securely mounted. Preferably, the aircraft seat base is mounted on the mounting frame. Preferably, the aircraft seat base is slidably connected to the mounting frame via a linear guide. A "fitting element" is understood to be an element that, in at least one operating state, is designed to attach an aircraft seat module to a floor, in particular to the cabin floor of an aircraft cabin, and is held in a recess in the cabin floor, in particular in a mounting rail in the floor.Preferably, the fitting element has at least one fastening unit comprising at least one fastening means. In particular, the fitting element is movably mounted in the recess of the floor along an axis that is aligned at least substantially parallel to the floor. In a fixed installation state, the fitting element is securely fixed in position within the mounting rail in the cabin floor. Preferably, in an installed state, the fitting element is rigidly connected to a supporting structure of the corresponding module, in particular the mounting frame. This allows the 16G module to be fitted to the cabin floor particularly easily and securely.

[0020] The mounting frame has a main mounting area and a support extending from the main mounting area, with the aircraft seat being attached to the main mounting area. The main mounting area preferably forms a linear guide over which the aircraft seat and its base frame are slidably mounted within the main mounting area. This allows the mounting frame to be designed particularly simply and with an advantageously low weight for attaching the aircraft seat.

[0021] One of the fitting elements is attached to an end of the support that is furthest from the main assembly area. This allows the mounting frame to be installed on the cabin floor in a particularly advantageous and reliable manner.

[0022] In the main mounting area of ​​the mounting frame, two fitting elements are arranged, designed for connection to the same mounting rail. When assembled, these two fitting elements are fixed in different positions within the same mounting rail. This allows the mounting frame to be attached to the cabin floor at an angle of 35 to 80 degrees, making it particularly easy and secure to connect the aircraft seat.

[0023] Furthermore, it is proposed that the aircraft seat module includes a door element that is slidably connected to the first housing element and forms part of the 16G module. A "door element" is preferably understood to be an element designed to close off a passageway to the aircraft seat area. The door element is preferably mounted to the first housing element so as to be linearly slidable via a linear guide. The door unit is attached to the cabin floor via the first housing element and the mounting frame of the 16G module. This allows the door element to be integrated particularly advantageously into the aircraft seat module.

[0024] It is further proposed that the aircraft seat module includes an armrest element that is slidably connected to the first housing element and forms part of the 16G module. An "armrest element" is preferably understood to be an element that provides an armrest area for a passenger seated in the aircraft seat. The armrest element is located at least substantially adjacent to the seat base of the aircraft seat. The armrest element is positioned between the seat base of the aircraft seat and a passageway to the aircraft seat area. The armrest element is preferably mounted in an adjustable manner. Preferably, the armrest element is adjustable both in height and in its horizontal position. This allows the armrest element to be integrated particularly advantageously into the aircraft seat module, resulting in a suitably comfortable aircraft seat.

[0025] Furthermore, it is proposed that the 9G module be provided for connection to the cabin floor by at least three fitting elements arranged at intervals from one another. Preferably, the 9G module has a mounting frame via which the three fitting elements, with which the 9G module can be connected to the cabin floor, are interconnected. The mounting frame forms a base frame of the 9G module on which the components that make up the 9G module are mounted. The mounting frame of the 9G module is preferably formed by several supports to which the fitting elements can be firmly attached. The supports of the mounting frame preferably form a base structure on which the other components of the 9G module are mounted. The mounting frame of the 9G module is separate from the mounting frame of the 16G module. The mounting frame of the 9G module has no connection to the mounting frame of the 16G module.This allows the 9G module to be mounted particularly advantageously and safely on the cabin floor.

[0026] Furthermore, it is proposed that the first enclosure element forms part of the separately formed 9G module. Preferably, the first and second enclosure elements of the enclosure unit, in the configuration where both enclosure elements are assigned to the 9G module, can be rigidly connected to each other or formed integrally. If the first enclosure element is formed as part of the separately formed 9G module, it is advantageously possible to also form the door element as part of the 9G module. This would allow the door unit to be designed to be particularly lightweight and structurally less complex. Consequently, the first enclosure unit can be connected to the cabin floor with particular advantage and, in particular, be made lightweight, as it can then be approved for 9G crash testing.

[0027] It is further proposed that the 16G module and the 9G module be designed without a direct fixed connection. "Free from a direct fixed connection" preferably means that the 16G module and the 9G module are not directly and rigidly connected to each other by means of a force-fit, form-fit, or material-fit connection. Preferably, no force transmission is possible between the 16G module and the 9G module, which are free from a direct connection. It is also preferably conceivable that the 16G module and the 9G module have a gap in a region of their housing elements, which, in an assembled state, is closed by an elastic element, such as, in particular, a rubber lip, through which no force transmission is possible between the first housing element, which forms part of the 16G module, and the second housing element, which forms part of the 9G module.This allows the two modules to be designed particularly advantageously separately from each other, and a force transmission between the two modules can be advantageously prevented.

[0028] Furthermore, it is proposed that the first and second enclosure elements have an overlap area where the two enclosure elements overlap. An "overlap area" is defined as an area where the two enclosure elements overlap, particularly in a horizontal plane. This allows the aircraft seating area to be separated from the two enclosure elements particularly easily and advantageously, without the enclosure elements being directly coupled to each other.

[0029] It is further proposed that an area between the ottoman and the aircraft seat be at least partially free of a platform. A "platform" is preferably understood to be a component raised above the cabin floor, which can, for example, form a floor. "At least partially free of a platform" preferably means that no platform is arranged in at least a partial area, preferably in the entire area between the aircraft seat and the ottoman, or in a floor element of the front console unit. In an area free of a platform, the cabin floor of the aircraft cabin, in particular, forms the floor of the aircraft seating area. This allows for particularly advantageous accessibility of the aircraft seating area, as there is advantageously no height difference between a central aisle and the floor of the aircraft seating area.

[0030] Furthermore, an aircraft cabin is proposed with a single central aisle and at least one aircraft seating arrangement with multiple aircraft seat modules, located between the central aisle and a first bulkhead, and with a second aircraft seating arrangement with multiple aircraft seat modules, also located between the central aisle and a second bulkhead. This allows for a particularly advantageous aircraft cabin.

[0031] Furthermore, it is proposed that the aircraft seat modules of the aircraft seating arrangement have a seat pitch X of 838 mm (33 in) to 1016 mm (40 in) and each have an aircraft seat mounted at an angle α of 30 to 80 degrees, preferably 45 to 65 degrees, to an aircraft cabin centerline. This allows the aircraft cabin to be provided with a particularly advantageous, space-saving aircraft seating arrangement.

[0032] The aircraft seat module according to the invention is not to be limited to the application and embodiment described above. In particular, the aircraft seat module according to the invention may, to fulfill a function described herein, have a different number of individual elements, components and units than specified herein, insofar as they fall within the scope of protection of the appended claims. Drawings

[0033] Further advantages will become apparent from the following description of the drawings. The drawings illustrate two exemplary embodiments of the invention. The drawing, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations, insofar as they fall within the scope of protection of the attached claims.

[0034] They show: Fig. 1 a schematic top view of an aircraft cabin according to the invention with a single central aisle and with a layout of two rows of aircraft seat arrangements, each comprising aircraft seat modules according to the invention, Fig. 2 a schematic side view of a single aircraft seat module, Fig. 3 a schematic bottom view of the aircraft seat module and corresponding mounting points for a 16G module and a 9G module of the aircraft seat module, Fig. 4 a schematic view of a mounting frame of the 16G module, Fig. 5 a schematic top view of several aircraft seat modules with corresponding mounting points for the 16G module and the 9G module of the aircraft seat module, and Fig. 6 a schematic top view of several aircraft seat modules with corresponding mounting points for the 16G module and the 9G module of the aircraft seat module in a second embodiment. Description of the exemplary implementations

[0035] The Figure 1shows a part of an aircraft cabin 12a according to the invention. In the Figure 1Figure 1 shows a section of an aircraft cabin 12a. The aircraft cabin 12a has two opposing bulkheads 14a and 16a, which laterally define the cabin 12aa. The first bulkhead 14a is the left bulkhead 14a when viewed from the rear of the aircraft cabin 12a. The second bulkhead 16a is the right bulkhead 16a when viewed from the rear of the aircraft cabin 12a. The aircraft cabin 12a forms a central axis 18a. The central axis 18a is located centrally between the opposing bulkheads 14a and 16a of the aircraft cabin 12a. The central axis 18a is a longitudinal axis of the aircraft cabin 12a. The central axis 18a is aligned parallel to a mounting plane of the aircraft cabin 12a. The aircraft cabin 12a has a cabin floor 32a. The cabin floor 32a forms the support level of the aircraft cabin 12a.The aircraft cabin 12a has a central aisle 20a. The central aisle 20a is designed as a single aisle. The aircraft cabin 12a has only this one central aisle 20a. The central aisle 20a is located centrally between the opposing side walls 14a, 16a of the aircraft cabin 12a. The central aisle 20a runs coaxially with the central axis 18a of the aircraft cabin 12a. The aircraft cabin 12a has several mounting rails 34a, 36a, 38a, 40a. The aircraft cabin 12a has two mounting rails 34a, 36a, 38a, 40a each, configured as a pair. Two mounting rails 34a, 36a, 38a, 40a are arranged between the central aisle 20a and one of the side walls 14a, 16a. The mounting rails 34a, 36a, 38a, 40a run parallel to the aircraft cabin centerline 18a. The mounting rails 34a, 36a, 38a, 40a are embedded in the cabin floor 32a. The mounting rails 34a, 36a, 38a, 40a run parallel to the cabin floor 32a.Mounting rails 34a, 36a and 38a, 40a are arranged in pairs. For example, the mounting rails 34a, 36a, 38a, 40a arranged in pairs are spaced 530 mm apart.

[0036] The Figure 1Figure 1 shows two aircraft seating arrangements 22a and 24a. The aircraft cabin 12a comprises the first aircraft seating arrangement 22a and the second aircraft seating arrangement 24a. The first aircraft seating arrangement 22a is located on the left side of the center aisle 20a. The first aircraft seating arrangement 22a is secured in the aircraft cabin 12a via the mounting rails 34a and 36a. Thus, the first aircraft seating arrangement 22a is located between the center aisle 20a and the left side bulkhead 14a. The second aircraft seating arrangement 24a is located on the right side of the center aisle 20a. The second aircraft seating arrangement 24a is secured in the aircraft cabin 12a via the mounting rails 38a and 40a. Thus, the second aircraft seating arrangement 24a is located between the center aisle 20a and the right side bulkhead 16a. The two aircraft seating arrangements 22a, 24a are located on opposite sides of the central aisle 20a.The two aircraft seat arrangements 22a and 24a are essentially identical in design. They are mirror images of each other. The second aircraft seat arrangement 24a is a mirror image of the first aircraft seat arrangement 22a along the central axis 18a of the aircraft cabin. Therefore, only the first aircraft seat arrangement 22a will be described in detail below. An explanation of the second aircraft seat arrangement 24a can be provided based on the following description of the first aircraft seat arrangement 22a.

[0037] Aircraft seating arrangement 22a comprises a first aircraft seat module 10a. The first aircraft seat module 10a defines an aircraft seating area 26a. Aircraft seating arrangement 22a comprises a second aircraft seat module 28a. The second aircraft seat module 28a defines a further aircraft seating area 30a. The second aircraft seat module 28a is located directly adjacent to the first aircraft seat module 10a. The two aircraft seat modules 10a and 28a are arranged directly adjacent to each other. Aircraft seating arrangement 22a comprises further aircraft seat modules. The aircraft seat modules 10a and 28a of aircraft seating arrangement 22a are all arranged in a row. The aircraft seat modules 10a and 28a of aircraft seating arrangement 22a are all essentially identical in design. It would be conceivable, in principle, that individual aircraft seat modules 10a and 28a might exhibit minor differences.In particular, it is conceivable that the foremost or rearmost aircraft seat modules of aircraft seat arrangement 22a may have partially different configurations. The terms "first aircraft seat module" and "second aircraft seat module" do not refer to a position in the row of aircraft seat modules, but are intended solely to distinguish between the two aircraft seat modules 10a and 28a, which are described in more detail below and are arranged directly adjacent to each other. Only aircraft seat module 10a will be described in detail below, although an explanation also applies to the other aircraft seat module 28a. Aircraft seat module 10a comprises an aircraft seat 42a. The aircraft seat 42a has a seat base 44a and a backrest 46a. In addition, the aircraft seat 42a has a leg support element 48a that is pivotably attached to a front end of the seat base 44a.The aircraft seat 42a has a base frame 50a. The base frame 50a forms a load-bearing base frame for the aircraft seat 42a. The base frame 50a is designed as a mounting base frame for the aircraft seat 42a.

[0038] The aircraft seat 42a is designed as a full-flat seat. The aircraft seat 42a can be adjusted between a TTL (to-the-table) sitting position, i.e., an upright sitting position, and a reclining position. In the reclining position, the aircraft seat 42a forms a substantially flat lying surface. In the reclining position, the seat base 44a, the backrest 46a, and the footrest element 48a each form part of the lying surface of the aircraft seat 42a. It would also be conceivable for the aircraft seat 42a to have no leg rest element 48a. The aircraft seat 42a has a kinematic unit 52a by means of which the aircraft seat 42a can be moved electromechanically between the TTL position and the reclining position. The aircraft seat 42a also has a headrest element, which is attached to an upper area of ​​the backrest 46a. The headrest element is preferably height-adjustable and connected to the backrest 46a.The seat base 44a forms a seat width 156a of the aircraft seat 42a. The seat width 156a of the aircraft seat 42a is defined as a width measured orthogonally to the central axis 54a of the aircraft seat 42a at its widest point. The seat width 156a of the aircraft seat 42a is preferably 508 mm (20 inches).

[0039] The aircraft seat 42a includes a three-point seat belt assembly 132a. The three-point seat belt assembly 132a is designed to secure the passenger to the aircraft seat 42a. A passenger can be strapped into the aircraft seat 42a using the three-point seat belt assembly 132a. The three-point seat belt assembly 132a is designed as a three-point belt. The three-point seat belt assembly 132a comprises a shoulder belt 134a and a lap belt 136a. The lap belt 136a is designed to secure the passenger in the pelvic and hip area. When the three-point seat belt assembly 132a is closed, the lap belt 136a is designed to span the seat base 44a. The lap belt 136a is designed to position the passenger, when the three-point seat belt assembly 132a is closed, with the pelvis and lap area between the seat base 44a and the lap belt 136a. The shoulder strap 134a is designed to secure the upper body of the passenger to the aircraft seat 42a.The shoulder strap 134a is specifically designed to secure the passenger on the aircraft seat 42a. It runs from an upper area of ​​the backrest 46a across a surface of the backrest 46a to a lower end of the backrest 46a. When the three-point seat belt assembly 132a is closed, the shoulder strap 134a runs across the passenger's torso, thus securing the passenger. The shoulder strap 134a is located on the upper right side of the backrest 46a. The shoulder strap 134a is located on a side of the backrest 46a facing the aisle 20a. The shoulder strap 134a is located on a side of the backrest 46a facing the front of the aircraft cabin 12a.

[0040] To connect the three-point seat belt unit 132a to the aircraft seat 42a, the three-point seat belt unit 132a has a connection unit. The connection unit is designed to securely and reliably attach the three-point seat belt unit 132a to the aircraft seat 42a. The connection unit has a first connection point to which the lap belt 136a is connected at one end to the base frame 50a of the aircraft seat 42a. A second connection point connects the lap belt 136a at its other end to the base frame 50a of the aircraft seat 42a. The three-point seat belt unit 132a has a buckle (not shown) by which the lap belt 136a can be opened. In the closed position, the lap belt 136a is secured by the buckle. A third attachment point of the three-point belt unit 132a is located in an upper area of ​​the backrest 46a.The shoulder strap 134a is firmly connected to a load-bearing structure of the backrest 46a via the third attachment point. The shoulder strap 134a is designed to close the three-point seat belt unit 132a by being coupled to the buckle connected to the lap belt 136a. For this purpose, the shoulder strap 134a has a coupling element at its loose end that can be positively coupled to a positive-locking element of the buckle. The three-point seat belt unit 132a has a tensioning unit integrated into the third attachment point of the shoulder strap 134a. The tensioning unit is designed to tension the shoulder strap 134a, particularly in the event of a crash. The three-point restraint unit 132a provides particularly advantageous restraint for a passenger seated on the aircraft seat 42a, as it minimizes or effectively prevents twisting of the torso of a passenger or crash test dummy in a crash or crash test.In particular, the three-point restraint unit 132a can advantageously prevent twisting of the passenger's shoulder area. It is also conceivable that the three-point seatbelt unit 132a could be designed in a different way that would appear sensible to a person skilled in the art, in particular having a different buckle or different attachment points on the aircraft seat 42a.

[0041] The aircraft seat 42a is designed to be mounted in the aircraft cabin 12a at an angle α of over 30 to 80 degrees. Preferably, the aircraft seat 42a is mounted in the aircraft cabin 12a at an angle α of 35 to 80 degrees. In the illustrated embodiment, the aircraft seat 42a is mounted in the aircraft cabin 12a at an angle α of 55 degrees. The aircraft seat 42a forms a longitudinal central axis 54a. The central axis 54a divides the aircraft seat 34aa in the middle. The longitudinal central axis 54a runs parallel to a mounting plane of the aircraft seat 42a. The angle α at which the aircraft seat 42a is mounted in the aircraft cabin 12a is measured between the aircraft cabin central axis 18a and the longitudinal central axis 54a of the aircraft seat 34aa. The aircraft seat 42a is mounted rotated by the angle α to the aircraft cabin center axis 18a.

[0042] The aircraft seat 42a has a seating direction 56a. The seating direction 56a runs parallel to the longitudinal central axis 54a of the aircraft seat 42a. The seating direction 56a runs substantially parallel to the cabin floor 32a and is substantially perpendicular to a backrest surface formed by the backrest 46a in the TTL position of the aircraft seat 42a. The seating direction 56a is directed away from the backrest surface of the backrest 46a. The seating direction 56a is designed as a direction in which a passenger is oriented when properly seated in the aircraft seat 42a. The aircraft seat 42a, when installed, is oriented away from the center aisle 20a of the aircraft cabin 12a. The seating direction 56a of the aircraft seat 42a points away from the center aisle 20a in the direction of the bulkhead 14a.

[0043] The aircraft seat modules 10a, 28a of the aircraft seat arrangement 22a are arranged in the aircraft cabin 12a at a seat spacing X (pitch) from each other. All aircraft seat modules 10a, 28a of the aircraft seat arrangement 22a preferably have the same seat spacing to their directly adjacent aircraft seat modules 10a, 28a of the aircraft seat arrangement 22a. The seat spacing X is a distance measured parallel to the aircraft cabin center axis 18a between the adjacent aircraft seat modules 10a, 28a, in particular between corresponding identical components of the two aircraft seat modules 10a, 28a. The seat spacing between the two aircraft seat modules 10a, 28a between the aircraft seats of the respective adjacent aircraft seat modules is shown as an example. The seat spacing X is defined as a distance measured parallel to the aircraft cabin center axis 18a between the aircraft seat centers of the respective aircraft seats of the aircraft seat modules.The seat pitch X between adjacent aircraft seat modules 10a, 28a can preferably be between 838 mm (33 in) and 1016 mm (40 in). Preferably, the aircraft seat modules 10a, 28a of the aircraft seat arrangement 22a have a seat pitch X of 989 mm (35 in). This short seat pitch X is achieved in particular by the steep inclination of the aircraft seats 42a at an angle α of 30 to 80 degrees.

[0044] The aircraft seat 42a of aircraft seat module 10a, designed as a full-flat seat, forms a particularly comfortable and long lying surface when reclined. The lying surface of the aircraft seat in its reclined position has a length of 2006 mm (79 inches). In principle, it is conceivable that the aircraft seats in their reclined position have a lying surface length of 1905 mm (75 inches) to 2032 mm (80 inches), depending on the angle α at which the aircraft seats 42a of aircraft seat modules 10a and 28a are oriented in the aircraft cabin 12a. At an angle α of 65 degrees, a lying surface length of 2006 mm (79 inches) can be achieved with a seat pitch X of 989 mm (35 inches). This allows for a particularly advantageous long lying surface length to be achieved with a good packing density of the aircraft seat modules 10a, 28a and a short seat distance X by tilting the aircraft seats 42a by the angle α.This allows the aircraft seat module 10a, 28a to be designed to be particularly comfortable.

[0045] The aircraft seat module 10a comprises an enclosure unit 58a. The enclosure unit 58a is designed to at least partially enclose the aircraft seat area 26a of the first aircraft seat module 10a. The enclosure unit 58a encloses the aircraft seat area 26a of the aircraft seat module 10a in a region of the aircraft seat 42a. The enclosure unit 58a encloses the aircraft seat area 26a in a region behind the aircraft seat 42a. The enclosure unit 58a encloses the aircraft seat area 26a in a region to the side and in front of the aircraft seat 42a. The enclosure unit 58a has a first enclosure element 60a. The first enclosure element 60a is designed to at least partially enclose the aircraft seat area 26a of the aircraft seat module 10a. The first enclosure element 60a is located substantially behind the aircraft seat 42a. The first enclosure element 60a separates the aircraft seating area 26a from the central aisle 20a of the aircraft cabin 12a.The first enclosure element 60a is designed as a wall element. In its assembled state, the first enclosure element 60a extends from the cabin floor 32a to an area above the backrest 46a in a TTL position of the aircraft seat 42a. The first enclosure element 60a is, for example, made of plastic or plastic composite panels.

[0046] The enclosure unit 58a has a second enclosure element 62a. The second enclosure element 62a is designed to at least partially enclose the aircraft seating area 26a of the aircraft seating module 10a. The second enclosure element 62a encloses the aircraft seating area 26a of the aircraft seating module 10a in an area to the side of the aircraft seat 42a. The second enclosure element 62a is located essentially to the side and in front of the aircraft seat 42a. The second enclosure element 62a separates the aircraft seating area 26a from the laterally adjacent aircraft seating area 30a of the aircraft seating module 28a. The second enclosure element 62a is designed as a wall element. In its assembled state, the second enclosure element 62a extends from the cabin floor 32a to an area above the backrest 46a in a TTL (total seat down) position of the aircraft seat 42a. The second enclosure element 62a is, for example, made of plastic or plastic composite panels.The second enclosure element 62a extends laterally to the aircraft seat 42a. The second enclosure element 62a extends from the aircraft seat 42a towards the bulkhead 14a. The second enclosure element 62a laterally delimits the aircraft seat area 26a of the first aircraft seat module 10a on a first left side in the area of ​​the aircraft seat 42a and in the area in front of the aircraft seat 42a. The second enclosure element 62a runs parallel to a seating direction 56a of the aircraft seat 42a in the area in front of the aircraft seat 42a. The second enclosure element 62a has a front section that is aligned parallel to a seating direction 56a of the aircraft seat 42a. The end furthest from the aisle of the second enclosure element 62a extends to just in front of the bulkhead 14a. The second housing element 62a has a rear section in which the second housing element 62a is curved towards the front section.The rear section of the second housing element 62a is located in the area of ​​the aircraft seat 42a. This rear section is curved towards the aircraft seat 42a and extends to a point behind the aircraft seat 42a. The front and rear sections of the second housing element 62a are preferably formed in one piece. However, a multi-part design of the second housing element 62a consisting of several interconnected individual elements is also conceivable.

[0047] The aircraft seat module 10a includes a console unit 64a. The console unit 64a is located frontally in front of the aircraft seat 42a. The console unit 64a is connected to the housing unit 58a of the aircraft seat module 10a. The console unit 64a is mounted on the second housing element 62a of the housing unit 58a. The console unit 62a has a base frame (not shown). The console unit 64a is connected to the cabin floor 32a via the base frame. The console unit 64a includes a base element 66a. The base element 66a forms a base for the console unit 64a. The base element 66a is designed as a cladding element that surrounds the base frame of the console unit 64a. The base element 66a conceals the base frame of the console unit 64a. The aircraft seat module 10a includes an ottoman 68a. The ottoman 68a provides a footrest area 70a. The ottoman 68a is formed by the console unit 64a.The footrest area 70a is formed by a rigid support element 72a. The rigid support element 72a forms a surface raised above the mounting surface. The support element 72a forming the footrest area 70a is arranged above the floor element 66a. A gap exists between the support element 72a forming the footrest area 70a and the floor element 66a. The gap between the floor element 66a and the support element 72a is preferably designed as a storage and / or shelf area 74a, particularly for hand luggage. Fastening means, for example a net element or a tensioning element for securing hand luggage, are preferably provided in the storage and / or shelf area 74a between the floor element 66a and the support element 72a. The footrest area 70a extends the lying surface provided by the aircraft seat 42a in the reclining position.The aircraft seat 42a, i.e., the backrest 46a, the seat base 44a, the leg support element 48a, and the rigid support element 72a forming the footrest area 70a, constitute a flat lying surface when the aircraft seat 42a is in its reclining position. An area between the ottoman 68a and the aircraft seat 42a is at least partially free of a platform. Preferably, the area between the base element 66a of the front console unit 64a and the aircraft seat 42a is free of a platform. In the area between the aircraft seat 42a and the base element 66a of the front console unit 64a, the cabin floor 32a forms a floor of the aircraft seating area 26a. This allows a flat floor to be created from the center aisle 20a to an area between the aircraft seat 42a and the console unit 64a of the aircraft seating area 26a.In particular, no step is arranged between the central aisle 20a and the area between the aircraft seat 42a and the console unit 64a of the aircraft seating area 26a.

[0048] The aircraft seat module 10a has a second console unit 76a. The console unit 76a is attached to the inside of the housing unit 58a of the aircraft seat module 10a, to the second housing element 62a. The console unit 76a is located in an area in front of the aircraft seat 42a. The console unit 76a forms a storage compartment 78a. The storage compartment 78a is designed to hold various items. Various items, particularly during a flight, can be securely stored in the storage compartment 78a. The aircraft seat module 10a has a monitor unit 80a. The monitor unit 80a is pivotably attached to the inside of the second housing element 62a. The monitor unit 80a is mounted in a front area of ​​the housing unit 58a. The monitor unit 80a is attached to a front area of ​​the second console unit 76a.The monitor unit 80a is advantageously integrated into the second console unit 76a.

[0049] The aircraft seat module 10a can have a door element 82a. The door element 82a is slidably arranged on the first housing element 60a of the housing unit 58a. The door element 82a is linearly slidably mounted on the first housing element 60a via a bearing unit (not shown). The door element 82a can be adjusted between an open and a closed position. In the open position, the door element 82a is located within the first housing element 60a of the housing unit 58a. In the open position, the door element 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 82a is moved out of the first housing element 60a. In the closed position, the door element 82a closes off the passageway to the aircraft seating area 26a of the aircraft seating module 10a.It is also conceivable that the aircraft seat module 10a does not have a door element 82a, thus leaving a passageway to the aircraft seat area 26a permanently open. It is equally conceivable that the door element 82a, which is slidably mounted on the second housing element 60a of the housing unit 58a, is intended to close off a passageway to an aircraft seat area located next to, and in particular behind, the aircraft seat module 10a. For this purpose, it would be conceivable that the movably mounted door element 82a is slidably mounted on the second housing element 60a in a direction away from the aircraft seat module 28a located in front of the aircraft seat module 10a and towards the aircraft seat module located behind it.

[0050] The aircraft seat module 10a has a first armrest element 84a. The first armrest element 84a is arranged laterally to the aircraft seat 42a. The first armrest element 84a is located on the side of the aircraft seat 42a facing the aisle, next to the seat base 44a. The armrest element 84a is slidably connected to the first housing element 60a of the housing unit 58a. The armrest element 84a is preferably height-adjustable via a bearing unit. Preferably, the first armrest element 84a is also adjustable in its horizontal position. On a side opposite the first armrest element 84a, the aircraft seat module 10a may preferably have a further armrest element, which is mounted on the aircraft seat 42a or the housing unit 58a.

[0051] Aircraft seat module 10a is composed of two separately designed modules, 86a and 88a. Aircraft seat module 10a consists of a 16G module 86a and a 9G module 88a. The 16G module 86a and the 9G module 88a are designed separately from each other. Several components of aircraft seat module 10a each form the 9G module 88a or the 16G module 86a, respectively. The 16G module 86a is intended for certification by means of a 16G crash test. The 16G module 86a must undergo a 16G crash test in accordance with the applicable certification requirements for aircraft certification. In a 16G crash test, the 16G module 86a is decelerated or accelerated with an acceleration of 16 g, i.e., 16 times the acceleration due to gravity. The 9G module 88a is intended for certification via a 9G crash test. The 9G module 88a must undergo a 9G crash test in accordance with the applicable certification requirements for aircraft use.In a 9G crash test, the 9G module 88a is decelerated or accelerated with an acceleration of 9 g, i.e. 9 times the acceleration due to gravity.

[0052] The 16Ga module 86a comprises the aircraft seat 42a. The aircraft seat 42a, with its base frame 50a, its kinematic unit 52a, as well as the seat base 44a, the backrest 46a, and the leg support element 48a, forms part of the 16G module. The aircraft seat 42a, with all its attachments, forms part of the 16G module 86a. The 16Ga module comprises the first housing element 60a of the housing unit 58a. The aircraft seat 42a and the first housing element 60a of the housing unit 58a are combined in the separately designed 16G module. The 16Ga module further comprises the door element 82a, which is connected to the first housing element 60a of the housing unit 58a. The door element 82a forms part of the 16G module 86a. Furthermore, the 16G module 86a includes the armrest element 84a. The armrest element 84a forms part of the 16G module 86a.The aircraft seat 42a, the first housing element 60a of the housing unit 58a, the door element 82a, and the armrest element 84a are combined to form the separately manufactured 16G module 86a. It would also be conceivable that the 16G module 86a could include further components of the aircraft seat module 10a. The 16G module 86a forms an assembly unit.

[0053] The 16G module 86a has a mounting frame 90a. The mounting frame 90a is designed for connection to the cabin floor 32a. The mounting frame 90a is intended to connect the 16G module to the cabin floor 32a. The 16G module 86a is coupled to the mounting rails 34a and 36a via the mounting frame 90a. All parts of the 16G module 86a are attached to the mounting frame 90a. The mounting frame 90a has a main mounting area 92a. The main mounting area 92a is designed for the attachment of the aircraft seat 42a. The main mounting area 92a is essentially rectangular. The main mounting area 92a forms a main platform of the mounting frame 90a. The main mounting area 92a has two guide rails 94a and 96a. Guide rails 94a and 96a are designed for attaching the aircraft seat 42a. Guide rails 94a and 96a are designed as sliding rails.The guide rails 94a and 96a run essentially parallel to the cabin floor 32a when installed. It is also conceivable that the guide rails 94a and 96a are inclined relative to the cabin floor 32a when installed. The guide rails 94a and 96a run parallel to the central axis 54a of the aircraft seat 42a. The guide rails 94a and 96a are designed to connect the base frame 50a of the aircraft seat 42a. The aircraft seat 42a, with its base frame 50a, is slidably mounted on the guide rails 94a and 96a, and thus slidably on the mounting frame 90a. The base frame 50a, and therefore the aircraft seat 42a, is movable relative to the mounting frame via the kinematic unit 52a. The main assembly area 92a preferably has two parallel supports 98a, 100a. The supports 98a, 100a run essentially parallel to the central axis 54a of the aircraft seat 42a.The supports 98a, 100a are preferably connected to each other via several cross braces. The supports 98a, 100a and the cross braces form a basic structure of the main assembly area 92a. The guide rails 94a, 96a are attached to the upper surface of the supports 98a, 100a. Advantageously, the guide rails 94a, 96a are formed integrally with the supports 98a, 100a. It is also conceivable that the guide rails 94a, 96a are connected to the upper surface of the supports 98a, 100a by means of a positive-locking and / or force-locking connection, for example, by bolts. The main assembly area 92a has two retaining webs 102a, 104a, which extend away from the right-hand support 98a on the right side of the main assembly area 92a. The retaining brackets 102a and 104a are aligned at a 90-degree angle to the support 98a of the main assembly area 92a. The retaining brackets 102a and 104a are intended for attaching the armrest element 84a.The retaining brackets 102a and 104a have a mounting point for the armrest element 84a at a location remote from the support 98a. The armrest element 84a is firmly connected to the mounting frame 90a via the retaining brackets 102a and 104a and the corresponding mounting points. The main mounting area 92a has two further retaining brackets 106a and 108a. The retaining brackets 106a and 108a extend from the main mounting area 92a into an area behind the aircraft seat 42a. The two further retaining brackets 106a and 108a are intended for connecting the first housing element 60a of the housing unit 58a. The two further retaining webs 106a, 108a each have a mounting point for the first housing element 60a of the housing unit 58a at a location remote from the main mounting area 92a. The first housing element 60a of the housing unit 58a is firmly connected to the mounting frame 90a via the retaining webs 106a, 108a and the corresponding mounting points.The mounting frame 90a has a connecting bracket 110a. The connecting bracket 110a is designed for coupling with the mounting rail 34a of the aircraft cabin 12a. The connecting bracket 110a is located in the area of ​​the main mounting area 92a. The connecting bracket 110a is part of the main mounting area 92a. The connecting bracket 110a is located below, i.e., on the underside of, the supports 98a and 100a. The connecting bracket 110a runs at an angle to the supports 98a and 100a. The connecting bracket 110a forms an angle α with the supports 98a and 100a, around which the aircraft seat 42a is mounted rotated in the aircraft cabin 12a. The supports 98a, 100a, the retaining webs 102a, 104a, 106a, 108a and the connecting support 110a of the main assembly area 92a are preferably formed in one piece. The main assembly area 92a is preferably made of a metal, such as aluminum or magnesium.In principle, it is also conceivable that the supports 98a, 100a, the retaining webs 102a, 104a, 106a, 108a and the connecting support 110a of the main assembly area 92a are at least partially designed as separate individual parts that are connected to each other by force and / or form locking in an assembled state.

[0054] The mounting frame 90a has a support 112a extending away from the main mounting area 92a. The support 112a extends obliquely away from the main mounting area 92a of the mounting frame 90a. The support 112a is oriented at a 90-degree angle to the connecting support 110a of the main mounting area 92a. It is also conceivable that the support 112a is oriented at a different angle to the connecting support 110a. The support 112a is designed as a mounting support. The support 112a is tubular. The support 112a has an annular cross-section. It is also conceivable that the support 112a has a different cross-section. The support 112a is preferably rigidly connected to the main mounting area 92a. Preferably, the support 112a is connected to the main mounting area 92a of the mounting frame 90a by force, form, or material connection.Preferably, the support 112a is firmly bolted to the main mounting area 92a of the mounting frame 90a. It is also conceivable that the support 112a is formed integrally with the main mounting area 92a of the mounting frame 90a. The support 112a is preferably designed to bridge a gap between the two mounting rails 34a, 36a of the aircraft cabin 12a. Specifically, the support 112a is designed to bridge the gap between the mounting rails 34a, 36a of the aircraft cabin 12a, so that the aircraft seat 42a, which is located essentially above one of the mounting rails 34a, can be attached to the cabin floor 32a via both mounting rails 34a, 36a. The support 112a preferably has a length of over 500 mm.

[0055] The 16Ga module 86a is designed to be permanently coupled to the cabin floor 32a via three mounting points. The mounting frame 90a has three fitting elements 114a, 116a, and 118a. Each of these three fitting elements forms a mounting point for the 16G module 86a. The fitting elements 114a, 116a, and 118a are designed for connection to one of the mounting rails 34a and 36a. The mounting frame 90a is connected to the mounting rails 34a and 36a via precisely these three fitting elements 114a, 116a, and 118a, and is thus mounted on the cabin floor 32a. Two of the fitting elements 114a and 116a are arranged in the main mounting area 92a. The two fitting elements 114a and 116a, located in the main assembly area 92a, are designed for connection to the same mounting rail 34a. In the assembled state, the two fitting elements 114a and 116a are fixed in the mounting rail 34a.Fitting elements 114a and 116a in the main mounting area 92a are attached to the connecting support 110a. Fitting elements 114a and 116a are each connected to one end of the connecting support 110a. The mounting frame 90a, with its main mounting area 92a, is attached to one of the mounting rails 34a via fitting elements 114a and 116a.

[0056] The third fitting element 118a is connected to the support 112a extending away from the main mounting area. The third fitting element 118a for connecting the mounting frame 90a is connected to an end of the support 112a furthest from the main mounting area 92a. The third fitting element 118a connected to the support 112a is to be connected to the other mounting rail 36a. The third fitting element 118a connected to the support 112a is arranged on the other mounting rail 36a than the fitting elements 114a and 116a of the main mounting area. The mounting frame 90a, with its support extending away from the main mounting area 92a, is mounted on the other mounting rail 36a via the third fitting element 118a.

[0057] The 9G module 88a comprises the console unit 64a. The 9G module 88a comprises the ottoman 68a. The console unit 64a, together with its support element 72a, which forms the footrest area 70a, its base element, and the storage area 74a, forms part of the 9G module 88a. The 9G module 88a comprises the second enclosure element 62a of the enclosure unit 58a. The console unit 64a with the ottoman 68a, and the second enclosure element 62a of the enclosure unit 58a are combined in the separately formed 9G module 88a. The 9G module 88a comprises the console unit 76a, which is connected to the second enclosure element 62a of the enclosure unit 58a. The 9G module 88a comprises the monitor unit 80a, which is connected to the second housing element 62a of the housing unit 58a. The console unit 76a, which is also connected to the second housing element 62a, forms part of the 9G module 88a. The monitor unit 80a forms part of the 9G module 88a.The first console unit 64a with the ottoman 68a, the second housing element 62a of the housing unit 58a with the attached further console unit 76a and the monitor unit 80a are combined to form the separately manufactured 9G module 88a. It would also be conceivable that the 9G module 88a includes further components of the aircraft seat module 10a. The 9G module 88a forms an assembly unit.

[0058] The 9G module 88a is designed to be rigidly coupled to the cabin floor 32a via three mounting points. The 9G module 88a has three spaced-apart fitting elements 120a, 122a, 124a. Each of the three fitting elements 120a, 122a, 124a forms a mounting point for the 9G module 88a. The 9G module 88a is connected to the cabin floor 32a by means of these three fitting elements 120a, 122a, 124a. The 9G module 88a includes a mounting frame 140a. The mounting frame 140a forms a base frame for the 9G module 88a. The mounting frame 140a has a first support 126a. The first support 126a is designed as an elongated beam. The mounting frame 140a has a second support 128a. The second support 128a is designed as an elongated support. The mounting frame 140a has two crossbeams 144a, 146a, which connect the two first supports 126a, 128a of the mounting frame 140a.Beams 126a, 128a and crossbeams 144a, 146a are rigidly connected to one another, for example, by bolted connections. Alternatively, beams 126a, 128a and crossbeams 144a, 146a could be bonded together. The mounting frame 140a has a main mounting area 142a. Beams 126a, 128a and crossbeams 144a, 146a form the main mounting area 142a. At least the front bracket unit 64a and the second housing element 62a of the housing unit 58a are mounted in the main mounting area 142a. The main mounting area 142a of the mounting frame 140a is intended for connecting the bracket unit 64a. The console unit 64a is firmly mounted on its left side with its base frame on the support 126a of the mounting frame 140a.

[0059] The mounting frame 140a of the 9G module 88a has a further support 148a extending away from the main mounting area 142a. The support 148a extending away from the main mounting area 142a of the mounting frame 140a extends towards the aircraft seat 42a. The support 148a extending away from the main mounting area 142a of the mounting frame 140a is intended for connecting the second housing element 62a of the housing unit 58a and for coupling with one of the mounting rails 34a. The support 148a extending away from the main mounting area 142a of the mounting frame 140a may intersect a portion of the mounting frame 90a of the 16G module 86a. The support 148a extending away from the main mounting area 142a of the mounting frame 140a is not in contact with the mounting frame 90a of the 16G module 86a.

[0060] The first fitting element 120a is designed to be fixed in the mounting rail 34a. The first fitting element 120a is located at the end of the support 148a extending away from the main mounting area 142a of the mounting frame 140a, opposite the main mounting area 142a of the mounting frame 140a. The first fitting element 120a is firmly connected to the support 148a. The first fitting element 120a is located in an area next to the aircraft seat 42a. The first fitting element 120a connects the second housing element 62a of the housing unit 58a to the mounting rail 34a via the mounting frame 140a in the rear section of the second housing element 62a. The second fitting element 122a is intended to connect the second enclosure element 62a of the enclosure unit 58a to the cabin floor 32a.The second fitting element 122a is designed to connect the mounting frame 140a to the cabin floor 32a, specifically to the mounting rail 36a, in its main mounting area 142a. The second fitting element 122a is designed to be fixed in the mounting rail 36a. The second fitting element 122a is located in an area in front of the aircraft seat 42a, specifically in the area between the aircraft seat 42a and the front console unit 64a. The second fitting element 122a is rigidly connected to the support 126a of the mounting frame 140a. The fitting element 122a is attached to a first end of the support 126a. The support 126a of the mounting frame 140a is fixed in the mounting rail 36a, i.e., mounted on the cabin floor 32a, via the fitting element 122a. The support 126a is intended to couple the second housing element 62a of the housing unit 58a with the fastening rail 36a.The second enclosure element 62a of the enclosure unit 58a is attached to the cabin floor 32a via the support 126a. The second enclosure element 62a of the enclosure unit 58a is firmly mounted on the support 126a.

[0061] The third fitting element 124a is designed to connect the front console unit 64a to the cabin floor 32a. The third fitting element 124a is designed to be fixed in the mounting rail 36a. The third fitting element 124a is located in an area in front of the aircraft seat 42a, specifically in an area below the front console unit 64a. The third fitting element 124a connects the mounting frame 140a to the mounting rail 36a in its main mounting area 142a. The third fitting element 124a is firmly connected to the support 128a. The third fitting element 124a is attached to a first end of the support 128a. The support 128a, and thus the mounting frame 140a, is firmly fixed in the mounting rail 36a, i.e., mounted on the cabin floor 32a, via the third fitting element 124a.

[0062] The 16Ga module 86a and the 9G module 88a are designed to be attached separately to the cabin floor 32a. The 16Ga module 86a is attached to the cabin floor 32a separately via its three fitting elements 114a, 116a, 118a from the 9G module 88a, which is attached to the cabin floor 32a via its three fitting elements 120a, 122a, 124a. Two fitting elements 114a, 116a of the 16G module 86a and two fitting elements 122a, 124a of the 9G module 88a are each connected to the same mounting rail 34a, 36a. The other fitting element 118a of the 16G module 86a and the other fitting element 120a of the 9G module 88a are each connected to the other mounting rail 34a, 36a. The 16G module 86a is fixed with its two fitting elements 114a, 116a to the same mounting rail 34a to which the 9G module 88a is fixed with its single fitting element 120a.The 9G module 88a is fixed to the same mounting rail 36a with its two fitting elements 122a and 124a as the 16G module 86a with its single fitting element 118a. The 16G module 86a is connected to both mounting rails 34a and 36a via its three fitting elements 114a, 116a, and 118a. The 9G module 88a is connected to both mounting rails 34a and 36a via its three fitting elements 120a, 122a, and 124a. The 16G module 86a and the 9G module 88a are each connected separately to the mounting rails 34a and 36a via their respective fitting elements 114a, 116a, 118a, 120a, 122a, and 124a. The 16Ga module 86a and the 9G module 88a are attached to the mounting rails 34a, 36a independently and, in particular, separately from each other via their respective fitting elements 114a, 116a, 118a, 120a, 122a, 124a.

[0063] The 16Ga module 86a and the 9G module 88a are designed without a direct connection. The 16Ga module 86a and the 9G module 88a are not directly connected to each other. The 16Ga module 86a and the 9G module 88a have no force-transmitting connection between them. There is no direct connection between the modules 86a and 88a, which are designed as assembly modules. In an area where the first housing element 60a of the housing unit 58a, which is part of the 9G module 88a, and the second housing element 62a of the housing unit 58a, which is part of the 16G module 86a, meet, there is a gap so that the two housing elements 60a and 62a do not have direct contact. The first enclosure element 60a of the enclosure unit 58a, which is part of the 9G module 88a, and the second enclosure element 62a of the enclosure unit 58a, which is part of the 16G module 86a, are not directly connected to each other.The gap between the first housing element 60a of the housing unit 58a, which is part of the 9G module 88a, and the second housing element 62a of the housing unit 58a, which is part of the 16G module 86a, is larger than the amount by which the housing element 60a of the housing unit 58a, which is part of the 9G module 88a, deforms during a 9G crash test. The gap between the first housing element 60a and the second housing element 62a is bridged by an intermediate element 130a. The intermediate element 130a is designed as an elastic element. The intermediate element 130a is preferably designed as a rubber sealing lip. The intermediate element 130a preferably completely closes the gap between the two housing elements 60a and 62a of the housing unit 58a. The intermediate element 130a is preferably only rigidly connected to one of the housing elements 60a, 62a of the housing unit 58a.The elastic intermediate element 130a preferably only rests against the other enclosure element 60a, 62a. No force can be transmitted between the enclosure elements 60a, 62a via the intermediate element 130a. It is also conceivable that the two enclosure elements 60a, 62a of the enclosure unit 58a have an overlap area in which the two enclosure elements 60a, 62a overlap. In this case, the enclosure elements 60a, 62a would not be connected to each other in the overlap area. The enclosure elements 60a, 62a could slide against each other in the overlap area.

[0064] The aircraft seat module 10a is designed to provide particularly advantageous safety for a passenger seated in the aircraft seat 42a. A wall of the aircraft seat area 26a, located in front of the aircraft seat 42a, is formed by a second enclosure unit 154a of the aircraft seat module located in front of the aircraft seat module 10a. The second enclosure unit 154a is identical in design to the second enclosure unit 62a of the aircraft seat module 10a described above. The enclosure unit 154a forms a surface in a rear section 150a next to the aircraft seat 42a, which is oriented essentially orthogonally to the aircraft cabin center axis 18a. The rear section 150a is designed as a section of the enclosure unit 154a facing the center aisle 20a. The rear section 150a forms a potential head impact area for a passenger or crash test dummy in a crash or crash test.The rear section 150a is located directly in the deceleration direction of the aircraft seat 42a. The three-point seat belt unit 132a 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 section 150a can also be designed as a padded area to dampen any potential impact. The orientation of the rear section 150a relative to the aircraft seat 42a is particularly advantageous due to the inclined position of the aircraft seat 42a at the angle α.

[0065] The enclosure unit 154a forms a surface in a front section 152a in front of the aircraft seat 42a, which is oriented obliquely to the aircraft cabin centerline 18a. The front section 152a forms a leg support area. The front section 152a is tilted relative to the rear section 150a. The front section 152a is designed so that the legs of a passenger or crash test dummy seated in the aircraft seat 42a can rest against it during a crash or crash test. During a crash or crash test, the legs of a passenger or crash test dummy seated in the aircraft seat 42a impact the front section 152a, which is designed as a leg support area, due to the accelerations acting upon them. This prevents the passenger from twisting. This also reduces twisting of the passenger's or crash test dummy's torso.This allows for particularly favorable crash test results and the provision of a particularly safe aircraft seat module 10a. It could also be advantageous to forgo additional safety systems, such as an airbag or similar devices.

[0066] Preferably, a usable area 158a is arranged in front of the foremost aircraft seat module of the aircraft seat assembly 22a. The usable area 158a is located between a transverse bulkhead 160a, which separates a portion of the aircraft cabin 12a in which the aircraft seat assemblies 22a and 24a are arranged, and the foremost aircraft seat module. The aircraft seat assembly 22a has a front enclosure element 162a. The front enclosure element 162a is essentially identical in design to the second enclosure elements 62a of the enclosure units 58a of the aircraft seat modules 10a and 28a. The front enclosure element 162a defines the frontal boundary of the aircraft seat area of ​​the foremost aircraft seat module of the aircraft seat assembly 22a. A stowage area 164a is arranged in the usable area 158a between the transverse bulkhead 160a and the front enclosure element 162a. The storage area 164a preferably has several storage compartments intended for storing items.For example, the stowage area 164a can also be provided for storing items belonging to an aircraft crew. Preferably, the stowage area 164a can be provided for storing hand luggage. Preferably, the stowage area 164a can be assigned to the forward aircraft seat module of the aircraft seating arrangement 22a. Preferably, the usable area 158a can also be provided for extending the foremost aircraft seat module of the aircraft seating arrangement 22a. For example, the usable area 158a could be used, at least partially, to extend the aircraft seating area in which the front enclosure element 162a is adjustable or removable.

[0067] In the Fig. 6A further embodiment of the invention is shown. The following descriptions and drawings are essentially limited to the differences between the embodiments, whereby, with regard to identically designated components, in particular components with the same reference numerals, reference is also generally made to the drawings and / or the description of the other embodiments, in particular the Figs. 1 to 5 Reference can be made to. To distinguish the embodiments, the letter a is the reference numeral of the embodiment in Figs. 1 to 5 recreated. In the exemplary embodiment of the Fig. 6 The letter a is replaced by the letter b.

[0068] The Figure 1Figure 1 shows a portion of an aircraft cabin 12b according to the invention, including an aircraft seating arrangement 22b according to the invention. The aircraft seating arrangement 22b comprises a first aircraft seat module 10b. The first aircraft seat module 10b defines an aircraft seating area 26b. The aircraft seating arrangement 22b comprises a second aircraft seat module 28b. The second aircraft seat module 28b defines a further aircraft seating area 30b. The aircraft seat module 10b has an aircraft seat 42b. The aircraft seat 42b is designed as a full-flat seat. The aircraft seat 42b can be adjusted between a TTL (to-the-right) sitting position, i.e., an upright sitting position, and a reclining position. In the reclining position, the aircraft seat 42b forms a substantially flat lying surface. The aircraft seat 42b is designed to be mounted in the aircraft cabin 12b at an angle α of over 30 to 80 degrees.In the embodiment shown, the aircraft seat 42b is mounted at an angle α of 55 degrees in the aircraft cabin 12b.

[0069] Aircraft seat module 10b comprises an enclosure unit 58b. The enclosure unit 58b is designed to at least partially enclose the aircraft seat area 26b of the first aircraft seat module 10b. The enclosure unit 58b encloses the aircraft seat area 26b of the aircraft seat module 10b in a region of the aircraft seat 42b. The enclosure unit 58b encloses the aircraft seat area 26b in a region behind the aircraft seat 42b. The enclosure unit 58b encloses the aircraft seat area 26b in a region to the side and in front of the aircraft seat 42b. The enclosure unit 58b has a first enclosure element 60b. The first enclosure element 60b is designed to at least partially enclose the aircraft seat area 26b of the aircraft seat module 10b. The enclosure unit 58b has a second enclosure element 62b. The second enclosure element 62b is intended to at least partially limit the aircraft seating area 26b of the aircraft seating module 10b.The second enclosure element 62b limits the aircraft seating area 26b of the aircraft seating module 10b in an area to the side of the aircraft seat 42b.

[0070] The aircraft seat module 10b has a console unit 64b. The console unit 64b is located frontally in front of the aircraft seat 42b. The console unit 64b is connected to the housing unit 58b of the aircraft seat module 10b. The console unit 64b is mounted on the second housing element 62b of the housing unit 58b. The aircraft seat module 10b has a second console unit 76b. The console unit 76b is attached to the inside of the housing unit 58b of the aircraft seat module 10b, to the second housing element 62b. The console unit 76b is located in an area in front of the aircraft seat 42b. The aircraft seat module 10b may have a door element 82b. The door element 82b is slidably mounted on the first housing element 60b of the housing unit 58b. The aircraft seat module 10b has a first armrest element 84b. The first armrest element 84b is arranged laterally to the aircraft seat 42b.

[0071] The aircraft seat module 10b is composed of two separately formed modules 86b and 88b. The aircraft seat module 10b is formed by a 16G module 86b and a 9G module 88b. The 16G module 86b and the 9G module 88b are formed separately from each other. Several components of the aircraft seat module 10b each form the 9G module 88b or the 16G module 86b, respectively. In contrast to the first embodiment of the Figures 1 - 5The first housing element 60b of the housing unit 58b is designed as part of the 9G module 88b. The first housing element 60b of the housing unit 58b is mounted on a cabin floor 32b of the aircraft cabin 12 via a mounting frame 140b of the 9G module 88b. In contrast to the first embodiment, the two housing elements 60b, 62b of the housing unit 58b can be rigidly connected to each other. It is therefore conceivable that the two housing elements 60b, 62b of the housing unit 58b are rigidly screwed together, or that the housing elements 60b, 62b are formed as a single piece. Furthermore, the door element 82b, which is connected to the first housing element 60b, is designed as part of the 9G module 88b.By assigning the door element 82b and the first housing element 60b to the 9G module 88b, the door element 82b and the first housing element 60b can be designed to be particularly lightweight, as they do not have to withstand higher forces. The 16Gb module 86b comprises the aircraft seat 42b and only the armrest element 84b. It would also be conceivable, in principle, to assign the armrest element 84b to the 9G module 88b as well.

[0072] In principle, it would also be conceivable that the aircraft cabin 12b, in addition to the mounting rails 34b, 36b, has further attachment points on the side of the mounting rail 34b facing the central aisle 20b, via which, in particular, the 9G module 88b can be additionally coupled to the cabin floor 32b. The additional attachment points could be designed as individual mounting points that could be individually recessed into the cabin floor 32b at regular intervals. The additional attachment points could preferably be arranged in an area that, in a mounted state of the aircraft seat modules 10b, 28b, is located below the housing element 60b facing the central aisle 20b. The additional attachment points would advantageously allow the aircraft seat module 10b, and in particular the 9G module 88b of the aircraft seat module 10b, to be additionally connected to the cabin floor in an area remote from the mounting rails 34b, 36b.This would allow the 9G module 88b, in particular a load-bearing basic structure of the 9G module, such as a mounting frame or the housing unit 58b, to be designed with less structural rigidity and stability, since forces could be additionally transferred to the cabin floor 32a via the other attachment points. This would allow the 9G module, and consequently the entire aircraft seat module 10b, to be designed to be particularly lightweight. Reference sign 10 Aircraft seat module 68 Ottoman 12 aircraft cabin 70 footrest area 14 Side wall 72 support element 16 Side wall 74 Storage and / or shelving area 18 Aircraft cabin center axis 76 console unit 20 central aisle 78 Storage space 22 Aircraft seating arrangement 80 Monitor unit 24 Aircraft seating arrangement 82 Door element 26 Aircraft seating area 84 armrest element 28 Aircraft seat module 86 16G module 30 Aircraft seating area 88 9G module 32 Cabin floor 90 Mounting frame 34 Mounting rail 92 Main assembly area 36 Mounting rail 94 Guide rail 38 Mounting rail 96 Guide rail 40 Mounting rail 98 carrier 42 Airplane seat 100 carrier 44 seat floor 102 Boarding platform 46 backrest 104 Boarding platform 48 Leg support element 106 Boarding platform 50 base frame 108 Boarding platform 52 Kinematic unit 110 Connecting beam 54 central axis 112 carrier 56 Seating direction 114 Fitting element 58 Enclosure unit 116 Fitting element 60 Enclosure element 118 Fitting element 62 Enclosure element 120 Fitting element 64 console unit 122 Fitting element 66 floor element 124 Fitting element 126 carrier 152 Front area 128 carrier 154 Enclosure unit 130 Intermediate element 156 Seat width 132 Three-point seat belt unit 158 Usable area 134 shoulder strap 160 Side transverse wall 136 pelvic belt 162 Enclosure element 164 storage area 140 Mounting frame 142 Main assembly area X Seat spacing 144 crossbeam 146 crossbeam 148 carrier 150 Rear area

Claims

1. Aircraft seat module which forms an aircraft seat region (26, 30), with an aircraft seat (42) configured to be mounted in an aircraft cabin (12) at an angle α of 30 degrees to 80 degrees, preferably 45 degrees to 65 degrees, and comprising at least a base frame (50) and a cinematics unit (52), with an enclosure unit (58) comprising a first enclosure element (60), which delimits the aircraft seat region (26) at least partially in the region of the aircraft seat (42), and a second enclosure element (62), which delimits the aircraft seat region (26) partially at least in a region in front of the aircraft seat (42), with an ottoman (68) providing a footrest region (70), and with a console unit (64) that forms at least one stowage and / or depositing region (74) of the aircraft seat region (26), wherein the aircraft seat (42) is combined in a separately realized 16G module (86) and the second enclosure element (62), the ottoman (68) and the console unit (64) are combined in a separately realized 9G module (88), wherein the 16G module (86) and the 9G module (88) are configured to be fastened to a cabin floor (32) separately from each other, characterized in that the 16G module (86) has an assembly frame (90), which is configured for a connection to the cabin floor (32) and for this purpose comprises three fitting elements (114, 116, 118), each of which is configured for a connection to a fastening rail (34, 36, 38, 40), wherein the mounting frame (90) comprises a main assembly region (92) and a beam (112) that extends away from the main assembly region (92), the aircraft seat (42) being connected in the main assembly region (92), wherein one of the fitting elements (118) is connected to an end of the beam (112) that is distant from the main assembly region (92), wherein two of the fitting elements (114, 116), which are configured for a connection to the same fastening rail (34), are arranged in the main assembly region (92) of the assembly frame (90), wherein the two fitting elements (114, 116) that are attached in the main assembly region (92) are in the mounted state fixed in the same guide rail (34, 36, 38, 40) in different positions.

2. Aircraft seat module according to claim 1, characterized in that the first enclosure element (60) forms part of the separately realized 16G module (86).

3. Aircraft seat module according to claim 1 or 2, characterized in that the 16G module (86) and / or the 9G module (88) are / is in each case configured to be fixedly coupled with the cabin floor (32) via three mounting points.

4. Aircraft seat module according to one of the preceding claims, characterized by a door element (82), which is displaceably connected with the first enclosure element (60) and forms part of the 16G module (86).

5. Aircraft seat module according to one of the preceding claims, characterized by an armrest element (84), which is displaceably connected with the first enclosure element (60) and forms part of the 16G module (86).

6. Aircraft seat module according to claim 1, characterized in that the first enclosure element (60) forms part of the separately realized 9G module (88).

7. Aircraft seat module according to one of the preceding claims, characterized in that the 16G module (86) and the 9G module (88) are realized free of a direct fixed connection.

8. Aircraft seat module according to one of the preceding claims, characterized in that a region between the ottoman (68) and the aircraft seat (42) is realized at least partly free of a pedestal.

9. Aircraft cabin with a single central aisle (20) and with at least one aircraft seat arrangement (22) with several aircraft seat modules (10, 28) according to one of claims 1 to 8, which is arranged between the central aisle (20) and a first side panel (14), and with a second aircraft seat arrangement (24) with several aircraft seat modules (10, 28), which is arranged between the central aisle (20) and a second side panel (16).

10. Aircraft cabin according to claim 9, characterized in that the aircraft seat modules (10, 28) of the aircraft seat arrangement (24) have a seat distance (X) in a range from 838 mm (33 inches) to 1016 mm (40 inches) and in each case comprise an aircraft seat (42) mounted at an angle α of 30 degrees to 80 degrees, preferably 45 degrees to 65 degrees, relative to an aircraft cabin middle axis (18).