Seat unit for an aircraft passenger having a receiving position

Abstract

The invention relates to a seat unit (100) for a passenger on an aircraft (10), comprising a seat (110) and a shell (150), the seat having a seat portion (130) and a backrest (140) that are movable on a base (120) and that are each actuated by means of a motorised mechanism, the unit (100) comprising a means (170) for detecting the presence of the passenger in the seat (110), the seat being configured to adopt a takeoff / taxiing / landing position when the presence of the passenger is detected, wherein the seat portion (130) is spaced apart from the shell (150) and wherein the backrest (140) is reclined towards the shell (150), and a receiving position when the presence of the passenger is not detected, wherein the seat portion (130) is close to the shell (150) and wherein the backrest (140) is substantially parallel to the shell (150) so as to widen the egress between two seat units.

Description

Description Title: Aircraft passenger seat unit with reception position TECHNICAL FIELD OF THE INVENTION [1] The field of the invention is that of passenger seats for transport vehicles, in particular aircraft such as airliners. [2] More specifically, the invention relates to an aircraft passenger seat unit having an automatic landing position to widen the passage, a seating arrangement comprising such units, and an aircraft comprising such an arrangement. [3] The invention finds particular applications in the design of cabins of medium or long-haul airliners, especially business class. STATE OF THE ART [4] In air transport, passenger comfort is an essential competitive component. For most airlines, this comfort is contingent upon profitability requirements and the need to reduce environmental impact, resulting in high-density seating arrangements, in other words, placing the maximum number of passengers in the available space. [5] The level of comfort required in the upper classes (first class and business class) must, for example, offer passengers the possibility of lying down in a sleeping position, especially when the flight duration is long, and of enjoying a certain degree of privacy from other passengers. [6] For this purpose, convertible seats into beds have been known for a long time and exist in many configurations. As a rule, known seats can also assume predefined positions, for example by reclining the seat back to adopt a "relaxation" position. [7] In addition, seating units comprising a shell surrounding the seat and isolating the seat from a similar neighbouring seat are also known. [8] A common problem in the context of seat densification is that of passage from an aircraft aisle to the seat, and vice versa. Indeed, when such a passage, also called an "egress" in English terminology in the field of air transport, is too narrow, a significant effort must be made by the passenger to reach or leave their seat. [9] It is therefore essential to address this access problem, while maintaining, or even increasing, the density of seats in the aircraft cabin.

[0010] Furthermore, airlines impose an additional constraint, requiring a high level of passenger comfort once seated. Therefore, simply providing a seat that widens the aisle is not enough; it is also necessary to guarantee a high level of comfort in all circumstances while the passenger is seated.

[0011] It is therefore necessary to also solve a problem of comfort in the seated position, while offering a seat capable of widening the passage or egress when desired.

[0012] These problems must be solved in the specific context of air transport, which translates into particular safety requirements and constraints on the weight reduction of aircraft equipment.

[0013] For these reasons, the resolution of the aforementioned problems must also take these requirements and constraints into account. Also for these reasons, the transposition of solutions from related fields, such as the automotive or rail sectors, which only partially address the aforementioned problems, is not feasible. DESCRIPTION OF THE INVENTION

[0014] The present invention aims to remedy all or part of the drawbacks of the prior art mentioned above.

[0015] To this end, the invention relates to a passenger seat unit for an aircraft, particularly a commercial airliner, comprising an adjustable seat and a shell for isolating said seat from a similar adjacent seat unit, said seat having a movable seat and backrest on a base, said seat and backrest being respectively actuated by a motorized mechanism, said unit includes a means for detecting the presence of said passenger on the seat, said seat being configured to: - to adopt a so-called takeoff / taxiing / landing position when the presence of a passenger is detected by said detection means, in which said seat is away from said hull and in which said backrest is reclined towards said hull, and - adopt a so-called welcoming position when no passenger presence is detected by said detection means, in which said seat is brought closer to said shell, and in which said backrest is substantially parallel to said shell, so as to widen a passage formed between said seat and the shell of a similar seat unit located in front of said seat, or a wall of the aircraft, when said unit is installed in an aircraft cabin.

[0016] This results in a passenger seat that adopts an egress position, allowing for easy access when the passenger enters or exits their seat, particularly during boarding, after landing, or during the flight when the passenger temporarily wishes to leave their seat. When the passenger sits down, the seat unit quickly adopts the takeoff / taxiing / landing (TTL) position, which is more comfortable. Therefore, the passenger remains in the egress position for only a brief moment before quickly transitioning to a more comfortable position.

[0017] Indeed, in TTL position, the position of the seat away from the shell and the reclined position of the backrest allow better support for the passenger's lower limbs, as well as a more pleasant and relaxing trunk posture.

[0018] It is emphasized that since the transition from one position to another is entirely automatic, and with the lowest possible latency, passenger comfort is particularly important since the passenger has no manipulation to perform, but nevertheless always finds themselves in the presence of an ideally positioned seat when they get to their seat.

[0019] He also emphasized that the seat can, of course, assume other positions, at the passenger's discretion, such as a more reclined relaxation position than the TTL position, or even a bed position. It is designed so that if the passenger gets up from such a position other than the TTL position, the seat will return to the reclining position. The TTL position is the default position when a passenger sits down, the seat having previously been in the reclining position.

[0020] According to a preferred embodiment, said backrest comprises an upper portion and a movable lower portion configured to be inclined towards said upper portion in said reception position, so as to form a lumbar support zone for a passenger in said reception position.

[0021] In this way, the seat back can be "broken" and the transition between the upper portion of the backrest and the seat cushion is softened. This provides lumbar support for the passenger's back in the reclined position.

[0022] Such lumbar support significantly increases passenger comfort when seated in the reception position. These features therefore ensure seat comfort in all circumstances, even during the brief moment between the passenger sitting in the reception position and the transition to the TTL position.

[0023] According to a particular embodiment, said lower portion is capable of being tilted by means of a fixed roller pivoting on said seat, and a cam integral with said lower portion of the backrest, said cam having a profile such that said lower portion pivots in the direction of the upper portion of the backrest when the seat is moved in the direction of said seat unit shell.

[0024] These arrangements result in an inclination of the lower portion synchronized with the movement of the seat, with lumbar support being progressive between the reception and TTL positions.

[0025] Furthermore, the tilting of the lower portion can be achieved without an additional actuator or motorized mechanism, which greatly contributes to reducing the economic cost of the unit, as well as its weight.

[0026] According to a particular embodiment, said lower portion is joined to said upper portion by means of a hinge.

[0027] Thus, a particularly simple design is achieved, with the lower portion being held in place by the upper portion.

[0028] According to a preferred embodiment, said detection means is a pressure sensor.

[0029] More specifically, the detection method is a pressure sensor located on the seat cushion. In one variant, it may also be a pressure sensor located on the seat back.

[0030] According to a preferred embodiment, the motorized mechanism of said seat is configured to move said seat in translation relative to said base, and in which the motorized mechanism of said backrest is configured to move said backrest in rotation relative to said seat.

[0031] In this way, the kinematics of the seat is achieved by decomposition into two elementary movements, which greatly simplifies the design of the seat and allows the use of simple actuators.

[0032] According to a preferred embodiment, between said takeoff / rolling / landing position and reception position, the translation range of said seat relative to said base is between 60 and 160 mm, preferably 110 mm, and the rotation range of said backrest relative to said seat is between 8 and 16 degrees, preferably 12 degrees.

[0033] Alternatively, the range of translation of said seat relative to said base may also be between 80 and 140 mm, preferably between 100 and 120 mm, and the range of rotation of said backrest relative to said seat may be between 10 and 14 degrees, preferably between 11 and 13 degrees.

[0034] According to a preferred embodiment, the seat includes a base, and said base further includes a retractable armrest towards said shell, so as to clear said passage formed between said seat and the shell of a similar seat unit in said reception position.

[0035] Thus, the passenger can benefit from the additional comfort provided by an armrest, without the latter being an obstruction in the passage or egress, which would be contrary to the objective of the present invention.

[0036] According to a particular embodiment, the armrest is operated by a motorized mechanism

[0037] Thus, the user does not have to exert any additional effort. In particular, the motorized mechanism can be synchronized with the seat's movement to further enhance passenger comfort.

[0038] The invention also relates to an aircraft cabin seating arrangement comprising at least two seat units according to the invention, arranged one in front of the other in an alignment direction.

[0039] According to a preferred embodiment, the seat units are oriented in the alignment direction, corresponding to the direction of a longitudinal axis of the aircraft when the assembly is installed in said aircraft cabin.

[0040] According to a preferred embodiment, the seat units are oriented at an angle to the alignment direction, corresponding to the direction of a longitudinal axis of the aircraft when the assembly is installed in said aircraft cabin.

[0041] Thus, such a diagonal or "chevron" arrangement makes it possible to take advantage of the width of the cabin and thus increase the seat density.

[0042] The invention also relates to an airliner-type aircraft, comprising a cabin having at least one seating arrangement according to the invention. BRIEF DESCRIPTION OF THE FIGURES

[0043] Other advantages, purposes and particular features of the present invention will become apparent from the following non-limiting description of at least one particular embodiment of the devices and methods of the present invention, with reference to the accompanying drawings, in which: - Figure 1 represents a partial schematic view of an aircraft cabin seen from above, - Figure 2 shows a schematic detail view of an aircraft cabin seen from above, - Figure 3 represents two upper seat units respectively in a reception position and a TTL position, - Figure 4 represents two side-mounted seat units, respectively in a reception position and a TTL position. - Figure 5 represents a detailed schematic view of the motorized backrest mechanism and the lumbar support mechanism. - Figure 6 represents a detailed schematic view of the lumbar support mechanism. DETAILED DESCRIPTION OF THE INVENTION

[0044] The present description is given by way of non-limiting attribution, each feature of an embodiment being able to be advantageously combined with any other feature of any other embodiment.

[0045] It should be noted from the outset that the figures are not to scale.

[0046] Figure 1 partially represents a cabin 11 of a single-aisle airliner aircraft 10, viewed from above. Figure 2 shows a detailed view of such a cabin.

[0047] On either side of the aisle 12 of the cabin 11, several seat units 100 according to the invention are installed. In this case, the aisle is central and follows the longitudinal axis of the aircraft 10. The seat units 100 are aligned one behind the other along an alignment direction (denoted S in Figure 1) corresponding to the direction of the longitudinal axis, i.e., the alignment direction is parallel to it. The seat units are also oriented diagonally with respect to the alignment direction, in this case towards the outside of the cabin. Such a chevron arrangement of the cabin 11 makes it possible to take advantage of the cabin width, particularly when the seat units 100 are convertible into beds, as is the case in this embodiment. However, any other orientation, such as an orientation along the alignment direction, is possible.

[0048] As can be seen in Figure 3, a seat unit 100 comprises a seat 110 including a base 120 on which a seat 130 and a backrest 140 are movablely arranged. More specifically, the seat 130 is arranged to slide on the base 120, and the backrest 140 is arranged to pivot on the seat 130.

[0049] Advantageously, the seat unit 100 includes a shell 150 designed to isolate seat 110 from a similar adjacent seat unit, particularly one located behind seat 110. The shell 150 can also provide a larger enclosure by substantially surrounding one rear face of the seat and extending laterally to form a semi-enclosed space for the passenger in seat 110. It is understood that the shell 150 of an adjacent seat positioned in front of seat 110 isolates the passenger in that adjacent seat. Figure 2 illustrates such a situation. When seat 110 is the first in a row, it may face a wall of the aircraft 10, which then closes off the semi-enclosed space for the passenger.

[0050] The 120 base is fixed to the cabin floor. The 120 bases of the different 100 seat units are generally spaced at a fixed, predetermined distance apart.

[0051] The 110 seats are adjustable in position, the 130 seat cushions and 140 seat backs being movable relative to the 120 base.

[0052] A 110 seat can take a plurality of predetermined positions, such as a bed position or a relaxation position.

[0053] During takeoff, taxiing or takeoff phases, a passenger cannot be in a bed position or a relaxation position, particularly due to safety regulations in force in the field of air transport.

[0054] During these phases, the seat unit 100 is configured so that the seat 110 adopts a so-called takeoff / taxi / landing position, abbreviated "TTL". In such a position, the seat 130 is away from the shell 150 and the backrest 140 is reclined towards the shell 150, as can be seen for seat 110A in figures 3 and 4.

[0055] It is specified that in this position, the distance between the seat 130 and the shell 150 is not necessarily the maximum distance and should be understood in relation to the reception position described below. Similarly, the fact that the backrest 140 is reclined towards the shell 150 means that from the seat 130, the backrest 140 moves progressively closer to the shell 150 as one moves towards the free end of the backrest 140. However, the reclined position is not necessarily the maximum reclined position.

[0056] In such a position, known as TTL, the width of the passage 160 between the seat 130 and the rear face of the shell 150 of a similar previous seat, or of an aircraft wall, is a reduced width HTTL. The width Hm is generally around 6.5 inches, or 152.4 mm, which is not wide enough for a passenger to pass comfortably.

[0057] Thus, it is planned that the seat unit 100 will be configured so that the seat 110 can also adopt a so-called "reception" position, abbreviated "ACC". In such a position, the seat 130 is brought closer to the shell 150, and the backrest 140 is substantially parallel to the shell 150, as can be seen for seat 110B in Figures 3 and 4. By substantially parallel, we mean a tolerance of a parallelism deviation of plus or minus 5 degrees between the backrest 140 and the shell 150.

[0058] In this position, the closest position to the seat 130 is generally a proximal position to the shell 150, meaning it is the closest position achievable to the shell 150. The backrest position 140 is generally the least reclined position possible. In other words, it is a position in which the backrest 140 is pivoted towards the seat 130 relative to the latter, compared to the TTL position.

[0059] If the shape of the shell 150 opposite the backrest 140 is not substantially flat, or if a longitudinal section of the shell 150 is not substantially rectilinear as shown in figure 3, then the reception position corresponds to a position in which in particular the backrest 140 is as close as possible to the shell 150 by moving back the seat 130 and straightening the backrest 140, without however being strictly parallel to the latter.

[0060] In the reception position, the passage width 160 between the seat 130 and the rear face of the shell 150 of a similar preceding seat, or of an aircraft wall, is an increased HACC width. The HACC width is typically around 9 inches, or approximately 228.6 mm, which represents a passage width 160, or egress, sufficient for a passenger to comfortably move to and from their seat 110.

[0061] In order for the transition from one position to another to be effortless for the passenger, a means of detecting the presence of the passenger on seat 110 is provided.

[0062] The detection means 170 may in particular be a pressure sensor integrated into the seat 130. It may also be a presence sensor such as an infrared sensor, placed on the seat 110 or around its periphery.

[0063] The detection means 170 is connected to a control unit of the seat unit 100, which, according to the data transmitted by the detection means 170, controls the position of the seat 110.

[0064] When the detection means 170 detects a passenger's presence on seat 110, the control unit transmits the instruction to seat 110 to adopt the TTL position.

[0065] The detection of a passenger's presence, in the case of a pressure sensor for example, can correspond to the exceeding of a predetermined pressure threshold, significantly lower than the pressure exerted by a child or adult of average weight, by the control unit. In this way, seat 110 can be prevented from changing position when a light object, such as a bag, is placed on the seat cushion 130.

[0066] The TTL position is the default position when the passenger sits in seat 110. However, it is possible for the passenger to choose a different seat position after sitting down, if permitted by the control unit. The control unit can be configured to block the selection of other positions, particularly during takeoff or landing. For this purpose, seat unit 100 can be equipped with a human-machine interface, such as a control panel. It may also be possible to make such an adjustment via a multimedia interface located in front of seat 110, on the shell 150 of the previous seat.

[0067] When the detection means 170 does not detect any presence of the passenger on the seat 110, the control unit transmits the instruction to the seat 110 to adopt the reception position.

[0068] In other words, when the passenger is not seated in seat 110, the latter is always in the reception position, so as to free up access to it.

[0069] It is thus understood that the seat unit 100 is configured to offer a comfortable position to the passenger when detected on seat 110, and to offer easy access to seat 110 when the passenger is not detected on seat 110.

[0070] In order for the adoption of either the TTL or reception position to be fully automated, the 130 seat and the 140 backrest are each operated by a motorized mechanism.

[0071] The motorized mechanism of each seat 130 and backrest 140 is driven respectively by an electric actuator. The electric actuators are connected to the control unit, which controls them according to the data received by the sensing device 170, or the human-machine interface where applicable.

[0072] In particular, as can be seen in Figure 3, the mechanism actuating the seat 130 comprises a toothed bar and a pinion driven by an electric motor. The seat 130 is positioned on a rail of the base 120, allowing it to move in translation relative to the latter.

[0073] The backrest 140 rotates relative to the seat 130. In particular, as shown in Figure 5 (where the seat is in the TTL position), the backrest 140 is supported by a pair of flanges 143 fitted with toothed bars 144 in the shape of a circular arc. These toothed bars 144 rotate on pinions 145 that are pivotally fixed to the seat 130. The pinions 145 are driven by one or more electric motors.

[0074] We understand that the movement of the backrest 140 relative to the base 120 is a combination of a translation 130 (of the seat relative to the base) with a rotation (of the backrest relative to the seat).

[0075] Preferably, the aforementioned mechanisms are dimensioned so that the translational amplitude of the seat 130 relative to the base 120 is between 500 and 580 mm, preferably 540 mm, and the rotational amplitude of the The backrest angle is 140 relative to the seat angle of 130, which is between 92 and 102 degrees, preferably 97 degrees. These angles allow for a transition from the seating position to a bed position (in which the backrest and seat are located approximately in the same plane), which are extreme positions.

[0076] Between the reception and TTL positions, the translation range of the seat 130 relative to the base 120 is preferably 110 mm, and the rotation range of the backrest 140 relative to the seat 130 is preferably 12 degrees.

[0077] Furthermore, in order to improve passenger comfort in the reception position (although it is only occupied for a few seconds), a lumbar support zone can be provided.

[0078] For this purpose, file 140 includes an upper portion 141 and a lower mobile portion 142.

[0079] In particular, the upper portion 141 is connected to the flanges 143 supporting the backrest 140, and the portion 142 is connected to the upper portion 141 by a hinge. Such a hinge can, for example, be formed by the outer covering of the backrest 140, which is continuous over both portions.

[0080] The lower portion 142 is configured to be inclined towards the upper portion 141, when the seat 110 is in the home position.

[0081] More specifically, in such a situation, the passenger-facing face of the backrest 140 has a "fold" or "break," as seen on seat 110B in Figure 3, as well as in Figure 6 (where the seat is in the reclined position). Preferably, the angle formed between portions 141 and 142 is an obtuse angle P of approximately 10 to 20 degrees, preferably 13 to 17 degrees, and even more preferably 15 degrees in the reclined position.

[0082] Preferably, in the TTL position, portions 141 and 142 are aligned approximately in the same plane, without any visible break or fold.

[0083] Thus, to relieve the passenger, a lumbar support zone is formed in the initial seating position, which is otherwise relatively uncomfortable. This zone disappears, however, when the 110 seat is in the TTL position, which is much more comfortable.

[0084] In order for the lumbar support to be progressive between the reception and TTL positions, and synchronized with the movements of the 130 seat, a special mechanism is advantageously provided.

[0085] A roller 146 fixed pivoting on the seat 130 is provided in contact with a cam 147 integral with the lower portion 142 of the backrest 140. The cam 147 can be in the form of a plate having a contour forming a cam profile which is adapted so that the lower portion 142 pivots towards the upper portion 141 of the backrest when the seat 130 is moved towards the shell 150. In particular, to achieve this, the cam profile can be chosen so as to form an arc of a circle with variable diameter, as can be seen in figure 6.

[0086] It is also understood that in this way no additional actuator is needed to tilt the lower portion 142.

[0087] Furthermore, one or more armrests are generally included in modern seat units. To prevent such an armrest from obstructing passage or egress, it is designed to be retractable towards the shell.

[0088] The armrest 180 is generally fixed relative to the base 120 and comprises a fixed base body and a retractable section 181. The retractable section 181 slides along the base body. The movement of the retractable section 181 can be manual, for example, by means of a notch with multiple predetermined positions, or it can be operated by a motorized mechanism.

[0089] In the latter case, it is advantageous for the motorized mechanism to be synchronized with the motorized mechanisms of the seat 130 and the backrest 140, so as to automatically clear the passage 160 when the seat 100 is in the reception position. Claims: A passenger seat unit (100) for an aircraft (10) such as an airliner, comprising an adjustable-position seat (110) and a shell (150) for isolating said seat from a similar adjacent seat unit, said seat comprising a seat cushion (130) and a backrest (140) movable on a base (120), said seat cushion and backrest being respectively actuated by a motorized mechanism, characterized in that said unit (100) comprises a means for detecting the presence of said passenger on the seat (110), said seat being configured to: - to adopt a so-called takeoff / taxiing / landing position when the presence of a passenger is detected by said detection means (170), in which said seat (130) is away from said shell (150) and in which said backrest (140) is reclined towards said shell (150), and - to adopt a so-called "reception" position when no passenger presence is detected by said detection means (170), in which said seat (130) is brought closer to said shell (150), and in which said backrest (140) is substantially parallel to said shell (150), so as to widen a passage (160) formed between said seat (110) and the shell (150) of a similar seat unit located in front of said seat, or a wall of the aircraft, when said unit is installed in an aircraft cabin. Seat unit (100) according to claim 1, in which said backrest (140) comprises a movable upper portion (141) and a movable lower portion (142) configured to be inclined towards said upper portion (141) in said reception position, so as to form a lumbar support zone for a passenger in said reception position.Seat unit (100) according to claim 2, wherein said lower portion (142) is able to be tilted by means of a roller (146) fixed pivoting on said seat (130), and a cam (147) integral with said lower portion (142) of the backrest, said cam having a profile such that said lower portion (142) pivots in the direction of the upper portion (141) of the backrest when the seat (130) is moved in the direction of said seat unit shell (150).

Claims

Seat unit (100) according to claims 2 or 3, wherein said lower portion (142) is attached to said upper portion (141) by means of a hinge. Seat unit (100) according to any one of the preceding claims, wherein said sensing means (170) is a pressure sensor. Seat unit (100) according to any one of the preceding claims, wherein the motorized mechanism of said seat (130) is configured to move said seat in translation relative to said base (120), and wherein the motorized mechanism of said backrest (140) is configured to move said backrest in rotation relative to said seat (130).A seat unit (100) according to claim 6, wherein, between said takeoff / taxi / landing position and reception position, the translation range of said seat (130) relative to said base (120) is between 60 and 160 mm, preferably 110 mm, and the rotation range of said backrest (140) relative to said seat (130) is between 8 and 16 degrees, preferably 12 degrees. A seat unit (100) according to any one of the preceding claims, the seat comprising a base (120) and said base (120) further comprising an armrest (180) retractable towards said shell (150), so as to clear said passage (160) formed between said seat (110) and the shell (150) of a similar seat unit in said reception position. Seat unit (100) according to claim 8, wherein said armrest (180) is actuated by a motorized mechanism.Aircraft cabin seating arrangement (11) of aircraft (10), comprising at least two seat units (100) according to any one of claims 1 to 9, arranged one in front of the other in a direction of alignment. A seating arrangement according to claim 10, wherein the seat units (100) are oriented in the alignment direction, corresponding to the direction of a longitudinal axis of the aircraft (10) when the assembly is installed in said aircraft cabin. A seating arrangement according to claim 10, wherein the seat units (100) are oriented diagonally with respect to the alignment direction, corresponding to the direction of a longitudinal axis of the aircraft (10) when the assembly is installed in said aircraft cabin. An airliner-type aircraft (10) comprising a cabin (11) having at least one seating arrangement according to any one of claims 10 to

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