Aircraft seat device

Abstract

The invention relates to an aircraft seat device comprising: a seat divider (26, 28, 30); a fastening pin (44, 46, 48) which is attached to the seat divider (26, 28, 30) for conjoint rotation therewith and which is designed to connect a backrest unit (36, 42); an armrest (60, 62, 64) which has a fastening main body (66), the fastening main body (66) forming at least one fastening shell (76, 78) for connection to the fastening pin (44, 46, 48); and at least one fastening shell element (86, 96) which forms a fastening shell (88) and which, in order to connect the armrest (60, 62, 64) to the fastening pin (44, 46, 48), is designed to be connected to the fastening main body (66) in the regions of the fastening shell (76, 78) of the fastening main body (66), wherein the fastening shells (76, 78, 88) of the fastening shell element (86, 96) and of the fastening main body (66) at least substantially enclose the fastening pin (44, 46, 48) that is fixedly attached to the seat divider (26, 28, 30).

Description

[0001] Aircraft seat device

[0002] State of the art

[0003] The invention relates to an aircraft seating device.

[0004] An aircraft seat device with a seat divider, with a fastening pin which is rotatably attached to the seat divider and is intended for connecting a backrest unit, with an armrest, has already been proposed.

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

[0006] Advantages of the invention

[0007] According to the invention, an aircraft seat device is proposed with a seat divider, with a fastening pin which is rotatably attached to the seat divider and is provided for connecting a backrest unit, with an armrest which has a fastening base body, wherein the fastening base body forms at least one fastening shell for connection to the fastening pin, and with at least one fastening shell element which forms a fastening shell and which is provided for connecting the armrest to the fastening pin in the regions of the fastening shell of the fastening base body, wherein the fastening shell element and the fastening base body at least substantially enclose the fastening pin which is firmly attached to the seat divider with their fastening shells.An "aircraft seat device" should preferably be understood as at least one part, for example a subassembly, of an aircraft seat, in particular an aircraft passenger seat. In principle, it would also be conceivable for the aircraft seat device to substantially or completely form the aircraft seat. An "aircraft seat" should be understood as a seat for a passenger that is intended to be mounted on a cabin floor of an aircraft. The aircraft seat is preferably designed as part of an aircraft seat row comprising several aircraft seats arranged side by side. The aircraft seat preferably comprises at least one seat base that forms a seating area for a passenger, and a backrest that provides a backrest support surface against which a passenger sitting on the aircraft seat can support their back.The aircraft seat further comprises a support unit, via which the aircraft seat is mounted on a cabin floor and to which the other components, such as the seat base and the backrest, are connected. A "support unit" is preferably understood to be a basic structure of the aircraft seat, which forms a supporting structure of the aircraft seat. The aircraft seat is mounted on a support plane, i.e., in particular, the cabin floor, via the support unit. The support unit preferably comprises at least two seat feet and at least one cross member coupled to the seat feet.

[0008] A “seat divider” should preferably be understood as a load-bearing component of the aircraft seating device, which is arranged to the side of a seating area and is provided for connecting a backrest element and an armrest. The seat divider is preferably provided for connecting a backrest, in particular a backrest element and an armrest, to a support unit of the aircraft seating device. The seat divider is preferably rigidly connected to at least one cross member of the support unit. The seat divider is preferably substantially L-shaped. The seat divider extends in a front region between cross members of the support unit in a horizontal direction and in a rear region in a vertical direction up to approximately the height of an armrest.A “fastening pin” should preferably be understood to mean a cylindrical extension provided for connecting at least one backrest, in particular a backrest element. The fastening pin is preferably formed by at least one pin element. The fastening pin is formed by a shaft pin. The fastening pin is designed as a shaft pin. A fastening pin preferably extends on two sides of the seat divider. The fastening pin, which extends on two sides of the seat divider, can be formed by a single pin element that extends through the seat divider, or preferably by two separately formed pin elements, each firmly connected to one side of the seat divider. The fastening pin can extend away from the seat divider by different distances on the two sides of the seat divider.The partial regions of the fastening pin that extend on the opposite sides of the seat divider, i.e. in particular the pin elements that form a fastening pin, can have different lengths. In particular, a fastening pin element to which a backrest element is connected on only one side is designed to have different lengths on the two sides. A pin element that is arranged on an outer side of an outer seat divider is shorter than a pin element that is arranged on the inside of the seat divider and on which a backrest element is arranged. A fastening pin that is arranged on a seat divider that is arranged between two aircraft seats in a row is preferably designed symmetrically to the seat divider and has the same length on both sides of the seat divider.The pin elements of the fastening pin, which is arranged between two aircraft seats, are of equal length and preferably identical in design. A "fastening base body" is preferably understood to mean a supporting base body of the armrest, which is provided for connecting the armrest to a fastening pin. The fastening base body is preferably intended for the attachment of additional components, such as in particular another base body and / or outer shell elements that form an outer contour of the armrest. The fastening base body is intended to divert forces acting on the armrest into the fastening pin to which the armrest is attached.

[0009] A “fastening shell” should preferably be understood to mean a concave surface that preferably has the shape of a cylindrical shell. The fastening shell is intended to enclose an element, such as in particular a pin, in particular a fastening pin. The fastening shell can rest directly on an outer side of the element, in particular the fastening pin. In principle, it is also conceivable for a further element, in particular a sleeve or a further shell, such as a clamping shell, a bearing shell or a plain bearing, to be arranged between the fastening shell and the fastening pin. A fastening shell is intended to partially enclose the element, in particular a fastening pin. The fastening shell is preferably intended to enclose the fastening pin by 180 degrees, i.e. by 50%.The fastening shell is designed to preferably completely enclose the fastening shell with at least one additional fastening shell. For this purpose, the at least two fastening shells are designed to be firmly connected to one another during assembly on the fastening pin, for example, by a screw connection. The fastening shell is designed as a bearing shell.

[0010] A “fastening shell element” should preferably be understood to mean an element that forms a fastening shell. A fastening shell element is preferably designed as a separately formed element. Preferably, the fastening shell element is formed separately from a fastening base body of the armrest. In principle, however, it is also conceivable for a fastening shell, i.e. the fastening shell element, to be captively connected to the fastening base body of the armrest. For example, it is conceivable for the fastening shell element to be formed integrally with the fastening base body of the armrest and to be pivotably mounted relative to the fastening base body, for example via a film hinge. In principle, it is also conceivable for the fastening shell element to be movably connected to the fastening base body of the armrest via a separate hinge or another connecting element.In principle, it is also conceivable for the fastening shell, in particular the fastening shell element, to be formed at least partially from an elastically deformable material, wherein the fastening shell, in particular the fastening shell element, is elastically deformed for mounting on the fastening pin. The term “at least substantially enclose” should be understood to mean that the fastening shell element and the fastening base body with their fastening shells enclose the fastening pin in one plane to more than 270 degrees, particularly preferably to more than 300 degrees and particularly advantageously to 360 degrees, i.e. completely. In an assembled state, the fastening shell element, together with the fastening base body of the armrest, forms an entire fastening shell, which preferably completely encloses the fastening pin. “Provided” should be understood to mean, in particular, specially designed and / or equipped.The fact that an object is intended for a specific function should be understood in particular to mean that the object fulfils and / or executes this specific function in at least one application and / or operating state.

[0011] By means of an inventive design, an armrest can be particularly easily connected to the fastening pin rigidly attached to the seat divider, to which a backrest, in particular a backrest element, is already attached. The inventive design thus makes it possible to provide a particularly simple, in particular easy-to-install armrest. Particularly advantageously, an armrest can be provided that is particularly easy to replace on the aircraft seat without dismantling elements such as the backrest element. The armrest can be easily removed from the mounted fastening pin and replaced with a new armrest, which is then reattached to the mounted fastening pin.

[0012] It is further proposed that the armrest be rotatably connected to the fastening pin via the fastening shells. The armrest is preferably mounted on the fastening pin so that it can rotate between a use position and a stowed position. In the use position, the armrest is preferably oriented substantially parallel to a horizontal plane. In a stowed position, the armrest is preferably pivoted upwards and oriented substantially in a vertical direction. In the stowed position, the armrest is preferably tilted slightly backwards, opposite to a sitting direction. In its stowed position, the armrest is preferably pivoted from its use position by more than 90 degrees, preferably by 95 degrees, particularly preferably by 110 degrees. This allows the armrest to be designed particularly advantageously.

[0013] It is further proposed that the aircraft seat device have a locking unit designed to lock the armrest in at least one position, and for this purpose, at least one movably mounted locking element connected to the fastening base body, which engages in a form-fitting element formed by the seat divider to lock the armrest. A "locking unit" should preferably be understood as a unit that couples the pivotable armrest in at least one position in a form-fitting and / or force-fitting manner to a stationary component of the aircraft seat, in particular the seat divider, and thus fixes it. This allows the armrest to be held particularly easily in one position, preferably a position of use.

[0014] It is further proposed that the aircraft seat device comprise a locking unit having a locking module composed of two movably mounted locking elements that surround a locking region of the seat divider, in which form-locking elements are incorporated into the seat divider at a locking point. A "locking module" is preferably understood to mean a kit comprising several elements that is provided for locking the armrest and, for this purpose, in particular, has at least one, preferably two movable locking elements that are provided for locking by means of a form-locking engagement with a corresponding form-locking element. As a result, the locking unit can be designed particularly simply for locking the armrest.

[0015] Furthermore, it is proposed that the locking module comprise a spring element designed to press the pivotably mounted locking elements into a locking position. The spring element is preferably designed as a spiral spring, in particular as a spiral leg spring. It is also conceivable in principle for the spring element to be designed in a different way, for example as a leaf spring. It is also conceivable in principle for the locking module to comprise a separate spring element for each locking element, for example a separate compression spring element. This allows the armrest to be particularly advantageously automatically locked in a position, in particular a use position, by means of the locking module.

[0016] It is further proposed that the locking module have a manually operable spreading element which is arranged between the two locking elements and is intended to move the locking elements from a locking position into an unlocking position. A "spreading element" is to be understood as an element which, through its own movement, is intended to move at least one, preferably the two locking elements of the locking module into their unlocking position. The own movement of the spreading element can be designed as a rotation and / or a linear displacement of the spreading element. The spreading element can have an eccentric region which has different diameters, whereby the spreading element is intended to press the locking elements apart through rotation.In principle, it is also conceivable for the spreading element to have a conical spreading area, wherein the spreading element is provided by a linear displacement to press the locking elements apart. This allows the locking module to be operated particularly easily and thus the armrest to be unlocked particularly easily and intuitively by an operator. Preferably, the locking module is provided for operation by on-board personnel. In principle, it is also conceivable for the locking module to be operated by a passenger. Depending on the operator for whom the locking module is intended, an actuating element designed as a handle can be of different sizes. If the locking module is provided to be operated preferably only by personnel, the handle is preferably small so that it is not easily noticed by a passenger.If the locking module is also intended to be operated by a passenger, the handle is preferably designed to be large enough for a passenger to easily recognize and operate it.

[0017] It is further proposed that the aircraft seat device comprise a locking unit that forms a locking region in an upper edge region of the seat divider, which locking region is formed by recesses formed in the side surfaces of the seat divider. This allows the locking unit to be designed particularly simply on the seat divider.

[0018] It is further proposed that the aircraft seat device comprise a locking unit having a stop for a stowed position of the armrest at an upper end of a locking region. A "stop" is preferably understood to mean a surface against which a part of the armrest or an element connected to the armrest abuts in a form-fitting manner in order to limit a pivoting movement of the armrest. This makes it particularly easy to limit pivoting of the armrest to the stowed position.

[0019] It is also proposed that the locking unit have a stop for a use position of the armrest at a lower end of a locking region. This makes it particularly easy to limit pivoting of the armrest to the use position. It is further proposed that the aircraft seat device have a friction brake unit that is designed separately from a locking unit for locking the armrest. A "friction brake unit" is understood to mean a unit that generates a friction force between the armrest and the fastening pin by means of friction elements, in particular the clamping shell elements, whereby in particular a pivoting force of the armrest can be adjusted. This advantageously makes it possible to provide a simple friction brake unit.

[0020] It is further proposed that the friction brake unit be formed by at least two clamping shell elements arranged between the fastening pin and the fastening shells of the fastening shell elements and the fastening base body. A clamping shell element should preferably be understood to mean a shell element arranged between two elements, such as in particular the fastening shells and the fastening pin. This allows a friction brake unit to be integrated particularly advantageously and an adjusting force required to adjust the armrest to be set particularly easily. In addition, the armrest can be mounted without play because tolerance compensation can be achieved through the clamping shell elements.

[0021] It is further proposed that the armrest comprise at least two outer shell elements that are connected to the fastening base body and form an outer surface of the armrest. This allows the armrest to be designed particularly advantageously.

[0022] It is further proposed that the aircraft seat device has an actuating cable of a locking device of the backrest, which is guided axially parallel to the fastening pin from the armrest to a backrest. In the region of the fastening pin, in which the actuating cable is guided from the armrest, the aircraft seat device preferably has a cover element, in particular a cover bushing, which at least partially surrounds the fastening pin and conceals the actuating cable. The cover element, in particular the cover bushing, preferably extends between one side of the armrest and one side of the backrest. The actuating cable is preferably guided between the fastening pin and the cover element, in particular the cover bushing, from the armrest to the backrest.The cover element, in particular the cover bushing, is preferably firmly mounted on the fastening pin, preferably by a detachable positive and / or non-positive connection. The cover element, in particular the cover bushing, is preferably formed on the fastening pin. The cover element, in particular the cover bushing, can, for example, also be formed from two partial elements that are connected to one another during assembly on the fastening pin. For example, it is also conceivable for the cover element, in particular the cover bushing, to be clipped onto the fastening pin. In principle, it is also conceivable for the cover element, in particular the cover bushing, to be connected to the armrest, in particular to be mounted thereon. An "actuating cable" should preferably be understood to mean a cable that is provided for transmitting an actuating pulse from an actuating element of the locking device to a corresponding actuator.The actuating pulse of the actuating element preferably moves the locking device from a locked state to an unlocked state. The actuating cable is preferably designed as a Bowden cable. In principle, it is also conceivable for the actuating cable to be designed as an electrical line. A locking device is preferably designed as a device for locking the backrest, in particular an adjustable backrest element, in at least one position, preferably in two positions, in particular an upright sitting position and a comfort position. The locking device is preferably at least partially integrated into the backrest. The locking device is preferably arranged in a region of the pivotable backrest element. This allows an actuating cable to be fed particularly easily and advantageously from the armrest and into the backrest.The actuating cable can preferably be guided to the locking device along a particularly short path and with advantageously few changes of direction and deflections.

[0023] Furthermore, it is proposed that the aircraft seat device have a fixedly mounted insert element that can be inserted into the fastening base body instead of a locking module in order to permanently enable or permanently block pivoting of the armrest. An "insert element" should preferably be understood to mean an element that can be inserted into the locking unit instead of another element or module. By replacing the locking module with an insert element, the armrest can be easily converted from a pivoting and lockable armrest into a non-pivoting armrest or into an armrest that can always be freely pivoted between the use position and stowed position. This advantageously provides a modularity that allows the armrest to be easily converted.In particular, an armrest kit can be provided that provides essentially identical armrests that are designed in different configurations by replacing only one component. This makes it easy to provide a fixed armrest or one that can be pivoted between a use position and a storage position, while essentially having exactly the same structure.

[0024] The aircraft seat device according to the invention is not intended to be limited to the application and embodiment described above. In particular, the aircraft seat device according to the invention may have a number of individual elements, components, and units that differs from the number stated herein to fulfill a functionality described herein.

[0025] Drawings

[0026] Further advantages are shown in the following drawing description.

[0027] The drawing shows an embodiment of the invention. The drawing, which

[0028] The description and claims contain numerous features in combination.

[0029] Experts will also expediently consider the features individually and combine them into further meaningful combinations.

[0030] They show:

[0031] Fig. 1 is a schematic representation of an aircraft seat row with an aircraft seat device according to the invention with two aircraft seats and several armrests. Fig. 2 is a schematic view of an armrest according to the invention in a use position.

[0032] Fig. 3 is a schematic view of an armrest according to the invention in a stowed position,

[0033] Fig. 4 is a schematic side view of a seat divider and the armrest connected to a fastening pin via its fastening base body,

[0034] Fig. 5 is a sectional view through the fastening base body of the armrest with a locking unit having a locking module,

[0035] Fig. 6 a sectional view through the locking module in a locking position,

[0036] Fig. 7 is a schematic view of the armrest with its fastening base, which is connected to the fastening pin via fastening shell elements,

[0037] Fig. 8 is a schematic view of the locking unit for locking the armrest in a locking state in the use position of the armrest,

[0038] Fig. 9 is a schematic view of the locking unit for locking the armrest in an unlocked state in the stowed position of the armrest,

[0039] Fig. 10 is a schematic exploded view of the armrest with its fastening base and outer shell elements,

[0040] Fig. 11 a schematic representation of the fastening base body and a base body of the armrest with fastening shell elements connected to the fastening base body,

[0041] Fig. 12 is a schematic view of a first insert component which can be inserted into the fastening base body of the armrest instead of a locking module and

[0042] Fig. 13 is a schematic view of a second insert component that can be inserted into the fastening base of the armrest instead of a locking module. Description of the embodiment

[0043] Figures 1 to 13 show an aircraft seat device in one exemplary embodiment. The aircraft seat device is part of an aircraft seat 10. The aircraft seat 10, in an assembled state, is mounted on a support surface in an aircraft cabin. The aircraft seat 10 is intended to be firmly mounted on a cabin floor of the aircraft cabin in an assembled state. The aircraft seat device has a support unit 12. By means of the support unit 12, the aircraft seat 10 can be mounted on the cabin floor of the aircraft cabin. The cabin floor forms a support surface. The aircraft seat device is part of an aircraft seat row 14. The aircraft seat 10 is designed as a seat in the aircraft seat row 14. The aircraft seat 10 is preferably designed as part of an aircraft seat row 14 that comprises more than one aircraft seat 10. By way of example, the figure shows an aircraft seat row 14 with two aircraft seats 10, 16.The aircraft seat row 14 shown as an example has a second aircraft seat 16. The further aircraft seat 16 is arranged adjacent to the first aircraft seat 10. The second aircraft seat 16 is preferably designed essentially identically to the first aircraft seat 10, which is why only the one aircraft seat 10 is described in more detail below. In principle, it is also conceivable for the aircraft seat row 14 to have three or more aircraft seats 10, 16. The support unit 12 is designed as a common support unit 12 for all aircraft seats in the aircraft seat row 14. The support unit 12 comprises two seat feet 18, 20. The seat feet 18, 20 are each coupled to fastening rails via fittings (not shown in detail), which are firmly connected to the cabin floor. The fittings can be firmly locked in the fastening rails. The first aircraft seat 10 is designed as an aisle-side seat.The aircraft seat 10 forms a side aircraft seat of the aircraft seat row 14, which, in the assembled state, faces a cabin aisle in an aircraft cabin.

[0044] The support unit 12 has two cross members 22, 24. The cross members 22, 24 are designed as support tubes. A front cross member 22 is arranged in a front region of the aircraft seat 10. A rear cross member 24 is arranged in a rear region of the aircraft seat 10. The cross members 22, 24 extend at least substantially over the entire transverse extent of all aircraft seats 10, 16 of the aircraft seat row 14. The aircraft seat device has a seat divider 26. The seat divider 26 is designed as an outer seat divider. The seat divider 26 is arranged to the side of the aircraft seat 10. The seat divider 26 forms an aisle-side seat divider of the aircraft seat row 14. When mounted in an aircraft cabin, the seat divider 26 faces the cabin aisle in the aircraft cabin. In the present embodiment of the aircraft seat row 14 with two aircraft seats 10, 16, the aircraft seat device has two further seat dividers 28, 30.The seat divider 28 is arranged between the two aircraft seats 10, 16 of the aircraft seat row 14. The seat divider 28 is designed as a central seat divider. The seat divider 30 is designed as an outer seat divider. The seat divider 30 is arranged on an outer side of the aircraft seat row 14 opposite the first seat divider 26. The seat divider 30 is designed as a wall-side seat divider. When mounted in the aircraft cabin, the seat divider 30 preferably faces a cabin wall. The aircraft seat device has one more seat divider 26, 28, 30 than the aircraft seat row 14 has aircraft seats 10, 16. An aircraft seat row with three aircraft seats would accordingly have four seat dividers. A seat divider 26, 28, 30 is arranged to the side of each aircraft seat 10, 16 of the aircraft seat row 14. The seat dividers 26, 28 are assigned to the first aircraft seat 10.The seat dividers 28, 30 are assigned to the second aircraft seat 16 of the aircraft seat row 14. The seat dividers 26, 28, 30 are essentially identical in design. Therefore, only the one middle seat divider 26 will be described in more detail below, with an explanation of the other seat dividers 28, 30 being based on the description of the one seat divider 26.

[0045] The seat divider 26 is arranged on the cross members 22, 24. The seat divider 26 is connected to the cross members 22, 24 in a fixed position. The seat divider 26 is connected at its front end to the front cross member 22. The seat divider 26 is preferably connected to the front cross member 22 in a force-fitting and / or form-fitting manner. The seat divider 26 is essentially L-shaped. The seat divider 26 has a first partial region which, in an assembled state, is oriented essentially horizontally. The seat divider 26 has a second partial region which, in an assembled state, is oriented essentially vertically. The second partial region of the seat divider 26 is arranged in a rear region of the aircraft seat 10, 16. The second partial area of ​​the seat divider 26 extends to a rear end of the seat divider 26. The second partial area of ​​the seat divider 26 forms a rear area of ​​the seat divider 26.The seat divider 26 thus extends upward in its rear region, away from the support unit 12, in particular the support plane. The seat divider 26 extends upward in its rear region essentially to an armrest height X. The seat divider 26 extends to an armrest height X of the aircraft seat 10.

[0046] The aircraft seat 10 has a seat base (not shown in detail). The seat base forms a seating surface of the aircraft seat 10. The seat base has a base body and a cushion element firmly attached to the base body. The seat base is connected to the support unit 12. The seat base is preferably connected to the cross members 22, 24. The seat base of the aircraft seat 10 is arranged between the seat dividers 26, 28.

[0047] The aircraft seat 10 has a backrest 32. The backrest 32 is provided so that a person sitting on the aircraft seat 10 can support their back on the backrest 32. The backrest 32 preferably has padding (not shown in detail). The backrest 32 forms a backrest support surface. The backrest 32 is arranged at a rear end of the seat base. The aircraft seat 10 forms a seating direction. The seating direction is defined as the direction in which a passenger sits on the aircraft seat 10. The seating direction is orthogonal to a backrest surface of the backrest 32 and runs parallel to the support plane in the direction of a front end of the seat base. The backrest 32 is formed here, for example, by a lower backrest element 34 and an upper backrest element 36. The lower backrest element 34 is rigid.The lower backrest element 34 is firmly connected to the two seat dividers 26, 28. The lower backrest element 34 is formed, for example, by a plate element. The backrest 32 is designed as a pivotable backrest. The backrest 32 is arranged so as to be pivotable relative to the support unit 12. For this purpose, the upper backrest element 36 is designed so as to be pivotable. The upper backrest element 36 is mounted so as to be pivotable relative to the support unit 12. The upper backrest element 36 is connected to the seat dividers 26, 28. The upper backrest element 36 is pivotally connected to the seat dividers 26, 28. The backrest 32, in particular the upper backrest element 36, can be pivoted between an upright sitting position and a rearwardly inclined comfort position. In principle, it would also be conceivable for the backrest 32 to be non-pivotable. The upper backrest element 36 would be rigidly connected to the support unit 12.In principle, it would also be conceivable for the lower backrest element 34 and the upper backrest element 36 to be formed integrally with one another. In this case, the backrest 32 would be formed by a single pivotable or fixed backrest element that is connected to the seat dividers 26, 28.

[0048] The second aircraft seat 16 also has a seat base and a backrest 38. The backrest 38 also has a lower backrest element 40 and an upper backrest element 42. The backrest 38, i.e., the two backrest elements 40, 42 of the second aircraft seat 16, is designed identically to the backrest 32, i.e., the two backrest elements 34, 36 of the first aircraft seat 10. The lower backrest element 40 is fixedly connected to the two seat dividers 28, 30. The upper backrest element 42 is connected to the seat dividers 28, 30. The upper backrest element 42 is pivotally connected to the seat dividers 28, 30. The backrest 38, i.e., in particular, the upper backrest element 42 of the second aircraft seat 16, is also pivotally arranged between an upright sitting position and a comfortable position.In principle, it is also conceivable that the backrest 38 is designed differently than the backrest 32 of the first aircraft seat 10, in particular not pivotable, i.e. rigidly connected to the seat dividers 28, 30.

[0049] The aircraft seat device has a fastening pin 44. The fastening pin 44 is attached to the seat divider 26. The aircraft seat device has another fastening pin 46. The other fastening pin 46 is connected to the seat divider 28. The aircraft seat device has another fastening pin 48. The other fastening pin 48 is connected to the seat divider 30. The aircraft seat device has three fastening pins 44, 46, 48 for the aircraft seat row 14. The aircraft seat device has one fastening pin 44, 46, 48 for each seat divider 26, 28, 30. The fastening pins 44, 46, 48 are provided for connecting the backrests 32, 38, in particular the upper backrest elements 36, 42, to the corresponding seat divider 26, 28, 30.The upper backrest element 36 of the backrest 32 of the first aircraft seat 10 is connected to the support unit 12, in particular to the seat dividers 26, 28, via the fastening pins 44, 46. The upper backrest element 42 of the backrest 38 of the second aircraft seat 16 is connected to the support unit 12, in particular to the seat dividers 28, 30, via the fastening pins 46, 48.

[0050] The fastening pin 44, which is connected to the lateral, aisle-side seat divider 26, is designed as a double fastening pin. The fastening pin 44 extends from the seat divider 26 in the transverse direction both toward the backrest 32 of the first aircraft seat 10 and outward, away from the backrest 32. The aisle-side fastening pin 44 is formed by two pin elements 50, 52. The pin elements 50, 52 are each rigidly connected to the seat divider 26. Preferably, the pin elements 50, 52 are screwed to the seat divider 26. In principle, it would also be conceivable for the pin elements 50, 52 to be connected to the seat divider 26 in a different manner, for example, via a clip connection. The pin elements 50, 52 have a fastening flange 54 at a first end. The pin elements 50, 52 are firmly screwed to the seat divider 26 via their fastening flange 54.The pin elements 50, 52 have a cylindrical base body 56. In the region of their base body 56, the pin elements 50, 52 are preferably designed as a hollow cylinder. At a second end, facing away from the fastening flange 54, the pin element 50 has a connection area 58 for connecting the backrest 32, in particular the upper backrest element 36. The upper backrest element 36 is connected to the pin element 50 via the connection area 58. The backrest element 36 is preferably pivotably connected to the pin element 50 via the connection area 58 via bearing modules (not shown in detail). The second pin element 52 is designed differently than the first pin element 50. The second pin element 52 is shorter. A backrest 32 cannot be connected to the second pin element 52. The second pin element 52 has no connection area. The second pin element preferably has a length of 30 mm.In principle, it is conceivable that the outer pin element, which is not intended for connecting a backrest 32 or a backrest element, has a length between 20 and 50 mm.

[0051] The fastening pin 46, which is connected to the seat divider 28 arranged between the two aircraft seats 10, 16, is designed as a double fastening pin. The fastening pin 46 extends from the seat divider 28 in the transverse direction toward both the backrest 32 of the first aircraft seat 10 and the backrest 38 of the second aircraft seat 16. The central fastening pin 48 is formed by two pin elements 50'. The pin elements 50' are each rigidly connected to the seat divider 28. The pin elements 50' are preferably designed identically to the pin element 50 of the first fastening pin 44. The pin elements 50' each form a connection region 58' for connecting the backrest 32 and the backrest 38, in particular the upper backrest element 36 and the upper backrest element 42. The corresponding upper backrest elements 36, 42 are connected to the pin elements 50' via the connection area 58.

[0052] The fastening pin 48, which is connected to the outer seat divider 30, is essentially identical in design to the fastening pin 44. The fastening pin 48 extends from the outer seat divider 30 inward toward the backrest 38 of the aircraft seat 16 and outward away from the aircraft seat 16. The fastening pin 48 has a first pin element 50", which is essentially identical in design to the pin element 50 of the fastening pin 44. The first pin element 50" is arranged on an inner side of the seat divider 30 facing the backrest 38. The fastening pin 48 has a second pin element 52", which is connected to an outer side of the seat divider 30. The second pin element 52" of the fastening pin 48 is shorter than the inner pin element 50" and does not have a connection area for a backrest element.The second pin element 52" of the fastening pin 48 is designed in the same way as the pin element 52 of the aisle-side fastening pin 44.

[0053] The aircraft seating device has an armrest 60. The armrest 60 is designed as an outer armrest arranged on an aisle side. The armrest 60 is arranged to the side of the first aircraft seat 10 of the aircraft seat row 14. The armrest 60 is connected to the outer, aisle-side seat divider 26. The aircraft seating device has two further armrests 62, 64. The further armrests 62, 64 are designed as outer armrests. The armrest 62 is designed as a middle armrest arranged between the two aircraft seats 10, 16 of the aircraft seat row 14. The middle armrest 62 is connected to the middle seat divider 28. The middle armrest 62 is connected to the middle seat divider 28 via the middle fastening pin 46. The further armrest 64 is connected to the outer seat divider 30. The additional armrest 64 is located on the cabin wall side. The armrest 64 faces the cabin wall of the aircraft cabin.In the illustrated embodiment, with one row of aircraft seats 14 having two aircraft seats 10, 16, the aircraft seat device has three armrests 60, 62, 64. The aircraft seat device has one more armrest 60, 62, 64 than the row of aircraft seats 14 has. The armrests 60, 62, 64 are essentially identical in their basic design. Therefore, only one armrest 60 will be described in more detail below. The description of the outer armrest 60 can be used to explain the other armrests 62, 64.

[0054] The armrest 60 is designed to be connected to the seat divider 26 via the lateral fastening pin 44. The armrest 60 is connected to the seat divider 26 via the fastening pin 44. The armrest 60 is designed to be mounted on the fastening pin 44 when the upper backrest element 36 is mounted on the fastening pin 44. The armrest 60 can be mounted on the fastening pin 44 while the upper backrest element 36 is already firmly mounted on the fastening pin 44. The armrest 60 can be mounted on the fastening pin 44 without disassembling or partially disassembling the backrest element 36. The armrest 60 is connected directly to the fastening pin 44. The armrest 60 is preferably connected to the two pin elements 50, 52 of the fastening pin 44.

[0055] For connection to the fastening pin 44, the armrest 60 has a fastening base body 66. The fastening base body 66 is provided for the direct connection of the armrest 60 to the fastening pin 44. The fastening base body 66 has a first fastening arm 68. The first fastening arm 68 is arranged on a first side of the seat divider 26 in an assembled state. The first pin element 50 of the fastening pin 44 is connected to the first side of the seat divider 26. The first fastening arm 68 extends in the assembled state into a region of the first pin element 50 of the fastening pin 44. A first end of the fastening arm 68 is arranged in the region of the pin element 50 of the fastening pin 44 in an assembled state. The fastening arm 68 at least partially encompasses the pin element 50 of the fastening pin 44 with its first end.The fastening base body 66 has a second fastening arm 70. In an assembled state, the second fastening arm 70 is arranged on a second side of the seat divider 26. The second side of the seat divider 26 is opposite the first side of the seat divider 26. The second pin element 52 of the fastening pin 44 is connected to the second side of the seat divider 26. In the assembled state, the second fastening arm 70 extends into a region of the first pin element 50 of the fastening pin 44. A first end of the second fastening arm 70 is arranged in the region of the pin element 52 of the fastening pin 44 in an assembled state. The second fastening arm 70 at least partially encompasses the pin element 52 of the fastening pin 44 with its first end. The fastening arms 68, 70 of the fastening base body 66 are connected to one another at their second ends, facing away from the first ends.The fastening base body 66 has a main region 72. The main region 72 of the fastening base body 66 is arranged at the second ends of the fastening arms 68, 70. The fastening arms 68, 70 extend from the main region 72 in the direction of the fastening pin 44. The fastening arms 68, 70 are connected to one another via the main region 72. The main region 72 is preferably formed by a base plate 74 and two side walls. The base plate 74 closes off the fastening base body 66 at the bottom in the main region 72. In principle, it is also conceivable for the main region 72 to have an upper wall and / or further intermediate walls. The main region 72 and the two fastening arms 68, 70 are formed integrally with one another. The fastening base body 66 is formed integrally by the main region 72 and the two fastening arms 68, 70.The fastening base body 66 is preferably made of a light metal, for example aluminum or magnesium. In principle, it is also conceivable for the fastening base body 66 to be made of a different material, for example a plastic, in particular a fiber-reinforced plastic. In principle, it would also be conceivable for the fastening base body 66 to be formed from several interconnected components. For example, it would be conceivable for the fastening arms 68, 70 to be formed individually and each connected to the main region 72 of the fastening base body 66 via a screw connection. The fastening base body 66 forms a fastening shell 76 for connection to the fastening pin 44. The fastening shell 76 is formed by the first fastening arm 68. The fastening shell 76 is arranged at the first end of the fastening arm 68.The fastening shell 76 forms a termination of the fastening arm 68 at its first end. The fastening base body 66 forms another fastening shell 78. The fastening base body 66 forms two fastening shells 76, 78. The second fastening shell 78 is formed by the second fastening arm 70. The fastening shell 78 is arranged at the first end of the fastening arm 70. The fastening shell 78 forms a termination of the fastening arm 68 at its first end.

[0056] The fastening shells 76, 78 are essentially identical in design, which is why only one fastening shell 76 will be described in more detail below. The description of one fastening shell 76, which is formed by the first fastening arm 68, can be used to explain the second fastening shell 78, which is formed by the second fastening arm 70.

[0057] The fastening shell 76 is designed as a bearing shell. The fastening shell 76 is designed as a half-shell. The fastening shell 76 has a bearing area 80. The fastening shell 76 has a connection area 82, 84 at an upper and lower end of the bearing area 80. The connection areas 82, 84 each have a stop surface and a recess formed in the stop surface. The recess is preferably designed as a threaded bore into which a screw element can be screwed for connecting another component.

[0058] The aircraft seat device has a first fastening shell element 86. The first fastening shell element 86 is intended to be connected to the fastening shell 76 of the fastening base body 66 of the armrest 60. The fastening shell element 86, together with the fastening shell 76 of the fastening base body 66, is intended to form a bearing shell for the fastening pin 44, in particular the pin element 50. In an assembled state, the fastening shell element 86 and the fastening shell 76 of the fastening base body 86 completely enclose the fastening pin 44, in particular the pin element 50, in one plane. In principle, it would also be conceivable for the fastening shell 76 of the fastening base body 66 and the fastening shell element 86 to only partially enclose the fastening pin 44, in particular by at least 60%, preferably by at least 75% or 90%, in one plane.In particular, it would be conceivable for an additional clamping element to be arranged in an area in which the fastening shell 76 of the fastening base body 66 and the fastening shell element 86 do not enclose the fastening pin 44.

[0059] The fastening shell element 86 forms a fastening shell 88. The fastening shell element 86 is provided for connecting the armrest 60 to the fastening pin 44 and is connected to the fastening base body 66 in the region of the fastening shell 76 of the fastening base body 66. The fastening shell element 86 forms part of a fastening shell. The fastening shell element 86 forms a bearing area 90. The bearing area 90 is designed to correspond to the bearing area 80 of the fastening shell 76 of the fastening base body 66. The fastening shell element 86 has a connection area 92, 94 at an upper and lower end of the bearing area 90. The connection areas 92, 94 each have a stop surface and a recess formed in the stop surface.The recess is formed as a through-hole through which a screw element is guided for connection to the fastening base body. In the assembled state, the fastening shell element 86 and the fastening base body 66 enclose the fastening pin 44, which is firmly attached to the seat divider 26, with their fastening shells 78, 88. The fastening shell element 86 and the fastening base body 66 enclose the pin element 50 of the fastening pin 44 with their fastening shells 78, 88.

[0060] The aircraft seat device has a second fastening shell element 96. The second fastening shell element 96 is intended to be connected to the fastening shell 78 of the fastening base body 66 of the armrest 60. The fastening shell element 96 is intended, together with the fastening shell 78 of the fastening base body 66, to form a bearing shell for the fastening pin 44, in particular the pin element 52. In an assembled state, the fastening shell element 96 and the fastening shell 78 of the fastening base body 86 completely enclose the fastening pin 44, in particular the pin element 52, in one plane. The second

[0061] Fastening shell element 96 is designed in the same way as the first

[0062] Mounting shell element 86 and will therefore not be described in more detail.

[0063] The armrest 60 is firmly connected to the pin elements 50, 52 forming the fastening pin 44 via its fastening base body 66 and its two fastening arms 68, 70 and the two fastening shell elements 86, 96. The fastening base body 66, and thus the entire armrest 60, can be mounted on the fastening pin 44 with the fastening shell elements 86, 96 in an assembled state in which the backrest element 36 is mounted on the fastening pin 44. The fastening base body 66 is placed with its fastening shells 76, 78 on the pin elements 50, 52 for connection to the fastening pin 44 and is fixed to the pin elements 50, 52 with the fastening shell elements 86, 96. For this purpose, the fastening shell elements 86, 96 are placed with their connection areas 92, 94 on the connection areas 82, 84 of the fastening shells 76, 78 of the fastening arms 68, 70 and connected to one another by means of screws 98, 100.In principle, it is also conceivable for the fastening shell elements 86, 96 to be connected to the fastening shells 76, 78 of the fastening arms 68, 70 in a different manner, in a force-fitting and / or form-fitting manner. For example, it is conceivable for the fastening shell elements 86, 96 to be firmly connected to the fastening shells 76, 78 of the fastening arms 68, 70 by means of a clip connection via elastically deflectable clip elements. This could, in particular, enable tool-free assembly and disassembly of the fastening shell elements 86, 96 on the fastening shells 76, 78 of the fastening arms 68, 70. The armrest 60 can be disassembled and reassembled by detaching the fastening shell elements 86, 96 from the fastening base body 66 while the aircraft seat 10, 16 is otherwise completely assembled. This makes it particularly advantageous to easily replace the armrest 60.

[0064] The two fastening shells 76, 78 arranged on the fastening arms 68, 70 and the fastening shell elements 86, 96 connect the fastening base body 66 and thus the armrest 60 to the fastening pin 44 on both sides of the seat divider 26. This advantageously allows for a particularly stable connection of the armrest 60 to the fastening pin 44 and thus to the seat divider 26. Forces acting on the armrest 60, such as weight forces, can thus be particularly advantageously diverted into the seat divider 26. In principle, however, it would also be conceivable for the fastening base body 66, i.e. the armrest 60, to be connected only to one of the pin elements 50, 52 of the fastening pin 44.For this purpose, the fastening base body 66 could comprise only a fastening arm 68, which extends on one side of the seat divider 26 to a pin element 50 and via a fastening shell element 76, to which a pin element 50 of the fastening pin 44 is fastened. By connecting the armrest 60 to the fastening pin 44 on one side, a particularly simple and easy mounting of the armrest 60 could be achieved.

[0065] The armrest 60 is rotatably mounted on the fastening pin 44. The armrest 60 is rotatably connected to the fastening pin 44 via the fastening shells 76, 78 of the fastening base body 66 and the fastening shells 88 of the fastening shell elements 86, 96. The armrest 60 is pivotally mounted on the fastening pin 44 via the fastening shells 76, 78, 88 designed as bearing shells. The armrest 60 can be pivoted between two positions. The armrest 60 can be pivoted between a use position and a stowed position. In the use position (see Figure 2), the armrest 60 is oriented substantially horizontally. In the use position, the armrest 60 forms an armrest support surface next to the aircraft seat 10, 16. In the use position, the armrest 60 extends forward from the seat divider 26 in the seat direction toward a front end of the aircraft seat 10.In the use position, the armrest 60 can be used by a passenger sitting on the aircraft seat 10. In the stowed position (see Figure 3), the armrest is oriented substantially horizontally. In the stowed position, the armrest 60 is pivoted upwards by approximately 95 degrees from its use position. In the stowed position, the armrest 60 is pivoted out from an area adjacent to the seating area of ​​the aircraft seat 10. By pivoting the armrest 60 out from an area adjacent to the seating area of ​​the aircraft seat 10, the seating area of ​​the aircraft seat can advantageously be easily reached from a cabin aisle of the aircraft seat 10. By adjusting the armrest 60 to its stowed position, simplified access to the seating area of ​​the aisle-side aircraft seat 10 can be achieved. This can, for example, create simplified access, in particular, for passengers in wheelchairs or with other disabilities.This makes it easier for physically impaired passengers to get onto the aisle-side aircraft seat 10.

[0066] The aircraft seat device has a locking unit 102. The locking unit 102 is provided to lock the armrest 60 in at least one position. The locking unit 102 is provided to lock the armrest 60 in the use position. In principle, it would also be conceivable for the locking unit 102 to also be provided to lock the armrest 60 in the stowed position. The locking unit 102 is provided to positively lock the armrest 60 in the use position. The locking unit 102 is provided to positively lock the armrest 60 in the use position relative to the seat divider 26. The locking unit 102 has a locked state and an unlocked state. In the locked state, the locking unit 102 is positively coupled to the seat divider 26 in the use position of the armrest 60.In the unlocked state, the locking unit 102 is decoupled from the seat divider 26 in the use position of the armrest 60 and, in particular, is not positively connected to it. In the unlocked state, the locking unit 102 is not positively connected to the seat divider 26. In the unlocked state of the locking unit 102, the armrest 60 can be pivoted from its use position toward the stowed position. In the unlocked state of the locking unit 102, the armrest 60 can be pivoted between its use position and its stowed position.

[0067] The locking unit 104 forms a locking region 114 in an upper edge region of the seat divider 26. The seat divider 26 forms the locking region 114. The locking region 114 is arranged at an upper end of the seat divider 26. The locking region 114 is formed by recesses 126, 128 introduced into the side surfaces of the seat divider 26. In the locking region 114, form-locking elements 106, 108 are introduced into the seat divider 26 for locking the armrest 60. The locking unit 102 has a first form-locking element 106. The form-locking element 106 is formed by the seat divider 26. The form-locking element 106 is arranged in an upper region of the seat divider 26 on the first side of the seat divider 26. The first positive-locking element 106 is formed as a recess in the first side of the seat divider 26. The locking unit 104 has a second positive-locking element 108.The second form-locking element 108 is formed by the seat divider 26. The second form-locking element 108 is arranged in an upper region of the seat divider 26 on the second side of the seat divider 26. The second form-locking element 108 is arranged at the same height as the first form-locking element 106. The second form-locking element 108 is formed as a recess in the second side of the seat divider 26. The second form-locking element 108 is preferably mirror-symmetrical to the first form-locking element 106. The first form-locking element 106 and the second form-locking element 108 are provided so that a correspondingly designed element for locking the armrest 60 can each engage therein in a form-fitting manner.

[0068] The locking unit 102 has a locking module 104. The locking module 104 is arranged on the armrest 60. The locking module 104 is connected to the fastening base body 66 of the armrest 60. The locking module 104 is preferably mounted in the main region 72 of the fastening base body 66. The locking module 104 has a first movably mounted locking element 110. The first movably mounted locking element 110 is connected to the fastening base body 66. The movably mounted locking element 110 is provided to engage the form-locking element 106 of the seat divider 26 in order to lock the armrest 60. The movably mounted locking element 110 is provided to engage the form-locking element 106 in the seat divider 26 in a locked position. The movably mounted locking element 110 is provided in an unlocking position to be released from the form-locking element 106.The locking module 104 has a second movably mounted locking element 112. The second movably mounted locking element 112 is connected to the fastening base body 66. The second movably mounted locking element 112 is provided to lock the armrest 60 by engaging the form-locking element 108 of the seat divider 26. The second movably mounted locking element 112 is provided to engage the form-locking element 108 in the seat divider 26 in a locking position. The second movably mounted locking element 112 is provided to be released from the form-locking element 108 in an unlocking position.

[0069] The movably mounted locking elements 110, 112 surround the locking area 114 of the seat divider 26. The locking elements 110, 112 extend into the locking area 114 of the seat divider 26. The movably mounted locking elements 110, 112 are each movable between their locking position and their unlocking position. The movably mounted locking elements 110, 112 are each adjustable between their locking position and their unlocking position. The locking elements 110, 112 are jointly adjustable between their respective locking position and their unlocking position. The locking elements 110, 112 are adjustable by a joint actuation. For this purpose, the locking elements 110, 112 are preferably mounted in a floating manner. The locking elements 110, 112 are mounted in a floating manner on the fastening base body 66 of the armrest 60.The fastening base body 66 preferably has a bearing receptacle (not shown in detail) for each locking element 110, 112, in which the locking elements 110, 112 are each movably mounted. The locking elements 110, 112 are mounted axially displaceably in the bearing receptacles of the fastening base body 66. The locking elements 110, 112 are mounted movably in the bearing receptacles of the fastening base body 66, in particular in a transverse direction 174. The locking elements 110, 112 are arranged in the fastening base body 66 of the armrest 60, in particular in the fastening base body 66, so as to be linearly displaceable along the displacement axis running transversely to a main extension axis of the armrest 60, in the transverse direction 174. The locking elements 110, 112 are intended to be moved away from each other in the transverse direction 174 when adjusted from the locking position to their unlocking position.The locking elements 110, 112 are movable, i.e., displaceable in the transverse direction 174, in the main region 72 of the fastening base body 66. The locking elements 110, 112 have a degree of freedom in the transverse direction, in which they can be moved between their locked position and their unlocked position. In principle, it is also conceivable for the locking elements 110, 112 to be adjustably mounted in a different manner, for example, in a longitudinal direction, i.e., linearly displaceable parallel to a seating direction. In principle, it would also be conceivable for the locking elements 110, 112 to be pivotably mounted in the fastening base body 66 of the armrest 60. In this case, the locking elements 110, 112 would preferably be pivotably mounted via a pivot axis arranged in a rear region of the locking elements 110, 112 and running perpendicular to the transverse direction 174 and the longitudinal direction of the locking elements.When pivoted from a locked position to their unlocked position, the locking elements 110, 112 would be pivoted away from each other with their front ends, whereby their front ends would detach from the corresponding form-locking elements 106, 108 of the locking unit 102. The locking elements 110, 112 are designed as elongated elements. The locking elements 110, 112 each form a form-locking region at a front end, with which the locking elements 110, 112 engage in the respective form-locking element 106, 108. The locking elements 110, 112 are arranged at a distance from each other. The locking elements 110, 112 are aligned substantially parallel to each other. For adjustment from their locked position to their unlocked position, the locking elements 110, 112 are provided to be moved apart in the transverse direction 174, in particular to be displaced linearly.

[0070] The locking module 104 has a spring element 116. The spring element 116 is intended to press the movably mounted locking elements 110, 112 into their locking position. The spring element 116 is arranged in a rear region of the locking elements 110, 112. The spring element 116 is designed as a spiral spring. The spring element 116, designed as a spiral spring, is arranged between the two locking elements 110, 112, with one end region of the spring element 116 engaging behind each of the locking elements 110, 112. In principle, it would also be conceivable for the spring element 116 to be designed in a different way, or for the locking module 104 to have more than one spring.

[0071] The locking module 106 has a manually operable expansion element 118. The manually operable expansion element 118 is arranged between the two locking elements 110, 112. The expansion element 118 is intended to move the locking elements 110, 112 from their locked position into the unlocked position. The manually operable expansion element 118 is intended to push the locking elements 110, 112 apart. The expansion element 118 is arranged in a central region of the locking elements 110, 112. The expansion element 118 is arranged in a region between the spring element 116 and the form-fitting regions of the locking elements 110, 112. The expansion element 118 has an eccentric region 120. The eccentric region 120 is arranged between the locking elements 110, 112. In the eccentric region 120, the expansion element 118 has an eccentric outer circumference.In different cross-sections, the expansion element 118 has different diameters D1, D2 in the eccentric region 120. The expansion element 118 has a narrow side in its eccentric region 120. The eccentric region 120 is rectangular. The expansion element 118 has a narrow side in its eccentric region 120. The narrow side has a diameter D1 which, in a neutral position of the expansion element 118, faces the inner sides of the locking elements 110, 112. In the neutral position, the eccentric region 120 rests with its narrow side surfaces against the locking elements 110, 112. If the first minimum diameter D1 faces the locking elements 110, 112, the latter are pressed into their locking position by the spring element 116. The expansion element 118 has a wide side in its eccentric region 120. The wide side of the eccentric area has a diameter D2.The diameter D2 is designed such that, when facing the locking elements 110, 112, it pushes them apart far enough to bring them into their unlocked position. The side surfaces of the wide side of the eccentric region are rounded. The expansion element 118 is rotatably mounted. When the expansion element 118 is rotated, the rounded side surfaces of the wide side of the eccentric region come into contact with the locking elements 110, 112 and push them apart in the transverse direction 174. Preferably, the expansion element 118 with its eccentric region 120 only needs to be rotated minimally until the locking elements 110, 112 are released from the form-locking elements 106, 108. The expansion element 118 has a bearing pin 122 at its upper end, via which the expansion element 118 is rotatably mounted in the fastening base body 66. In the assembled state, the bearing pin 122 is rotatably mounted in a bearing receptacle of the fastening base body 66.The bearing receptacle is preferably designed as a round hole. The expansion element 118 has a handle 124, via which the expansion element 118 can be manually operated. The handle 124 is arranged at a lower end of the expansion element 118. In the assembled state, the handle 124 protrudes from the underside of the armrest 60. The handle 124 is intended to be manually operated by an operator. The expansion element 118 can be rotated by an operator via the handle 124. Preferably, the handle 124 is intended to be operated by cabin personnel in order to move the armrest 60 into the stowed position, for example, if a physically impaired passenger wishes to take a seat on the aircraft seat 10. The handle 124 is therefore preferably designed to be as small and inconspicuous as possible so that it is not directly visible to a passenger.In principle, it would also be conceivable that a passenger would also be able to unlock the armrest 60 using the locking unit 102 and pivot it out of the use position. In this case, the handle 124 would preferably be designed large enough for the passenger to easily recognize it and grasp it with their hand.

[0072] In principle, it would also be conceivable for the expansion element 118 to be designed as an axially displaceable element having a conically shaped expansion region that pushes the locking elements 110, 112 apart upon a linear displacement of the expansion element 118. It would be conceivable for the expansion element 118 to be displaceable in a longitudinal direction of the locking elements 110, 112, or in a vertical direction, i.e., at a right angle to the longitudinal direction of the locking elements 110, 112 and at a right angle to the transverse direction 174. The expansion element 118 could be designed as a push button.

[0073] The locking unit 104 has a stop 130 at an upper end of the locking area 114 for the stowed position of the armrest 60. The stop 130 is formed by the two upper end walls of the recesses 126, 128 of the locking unit 104. In the stowed position of the armrest 60, the locking elements 110, 112 abut the stop 130, so that the armrest 60 cannot be pivoted further backward. The locking unit 104 has a stop 132 at a lower end of the locking area 114 for a use position of the armrest 60. The stop 132 is formed by the two lower end walls of the recesses 126, 128 of the locking unit 104. In the use position of the armrest 60, the locking elements 110, 112 abut the stop 132 so that the armrest 60 cannot be pivoted further downwards.The end walls of the recesses 126, 128 forming the stop 132 are formed integrally with a side wall of the form-locking elements 106, 108 formed as a recess.

[0074] The aircraft seat device has a friction brake unit 134. The friction brake unit 134 is designed separately from a locking unit 102 for locking the armrest 60. The friction brake unit 134 is arranged in the area where the armrest 60 is mounted. The friction brake unit 134 is arranged between the fastening pin 44, in particular the pin elements 50, 52, and the fastening shells 76, 78, 88 for connecting the fastening base body 66. The friction brake unit 134 is formed by clamping shell elements 136, 138, 140, 142, which are arranged between the fastening pin 44, in particular the respective pin element 50, 52, and the corresponding fastening shells 76, 78, 88. In the figures, the clamping shell elements 136, 138, 140, 142 are shown with a circular cylindrical outer wall.Preferably, it would also be conceivable for the clamping shell elements 136, 138, 140, 142 to each have a partially flattened rear side so that they can be arranged in a rotationally fixed manner between the corresponding fastening shells 76, 78, 88. The clamping shell elements 136, 138 are arranged between the first pin element 50 and the fastening shell 76 of the first fastening arm 68 and the fastening shell element 86. The clamping shell elements 140, 142 are arranged between the first pin element 52 and the fastening shell 78 of the second fastening arm 70 and the fastening shell element 96. The clamping shell elements 136, 138 are clamped between the respective pin element 50, 52 and the fastening shells 76, 78 by the screw connection of the respective fastening shell element 86, 96 and the fastening shell 76, 78.By varying the tightening torque of the screws 98, 100 of the screw connections, a friction torque in the bearing of the armrest 60 can be adjusted. This makes it easy to adjust how hard or easy the armrest 60 can be adjusted between its positions. For example, a friction torque can be adjusted so that the armrest 60 can be held in position by friction even in intermediate positions between the use position and the stowed position. In principle, it is also conceivable for the friction brake unit 134 to have only a single friction shell element, in particular a clamping shell element. It would be conceivable for the single friction shell element to form the two clamping shell elements 136, 138 as a single piece. The friction brake unit 134 could have a single bearing bush with a slot.The bearing bush could preferably be designed to be at least partially elastic so that it can be mounted on the respective pin element 50, 52 by spreading.

[0075] The armrest 60 has a base body 144. The base body 144 forms an inner supporting structure of the armrest 60. The base body 144 is connected to the fastening base body 66. The base body 144 extends along a main extent of the armrest 60. The base body 144 extends from the fastening base body 66 to a front end of the armrest 60. The base body 144 is designed as a hollow body that is hollow on the inside, whereby the base body 144 can advantageously be formed lightly. The base body 144 is formed by two shell elements 146, 148. The shell elements 146, 148 each have a U-shaped cross-section. The shell elements 146, 148 are preferably formed from a bent metal sheet. In principle, it is also conceivable that the shell elements 146, 148 are formed from a plastic, in particular a fiber-reinforced plastic.The shell elements 146, 148 are connected to each other in such a way that they span an interior space.

[0076] The armrest 60 has a plurality of outer shell elements 150, 152, 154. The outer shell elements 150, 152, 154 are connected to the fastening base body 66 and the base body 144 of the armrest 60. The outer shell elements 150, 152, 154 form an outer contour of the armrest 60. The outer shell element 150 forms side walls and a bottom wall of the armrest 60. The outer shell element 150 surrounds the base body 144 and the fastening base body 66 laterally and towards an underside. The outer shell element 150 extends from a region of the fastening arms 68, 70 of the fastening base body 66 to a front end of the armrest 60. The second outer shell element 152 forms an upper side of the armrest 60. The outer shell element 152 is designed as an arm cap. The outer shell element 152, designed as an arm cap, forms a support surface for the armrest 60.The third outer shell element 154 is arranged in a rear region of the armrest 60 and surrounds an area in which the armrest 60 is mounted on the fastening pin 44. The third outer shell element 154 forms a rear end of the outer contour of the armrest 60. The third outer shell element 154 is connected here, for example, to the base body 144 of the armrest 60 via a screw connection. In principle, it would also be conceivable for the third outer shell element 154 to be connected to the outer shell element 150 at its lower end. At an upper end, the third outer shell element 154 is connected to the second outer shell element 152, designed as an arm cap, via form-locking elements. Alternatively, it would also be conceivable for the third outer shell element 154 to be firmly connected to the rest of the armrest 60 via elastically deflectable form-locking elements.For example, it would be conceivable for the third outer shell element 154 to be connected to the second outer shell element 152, designed as an arm cap, via at least one axially insertable form-locking element, and to the first outer shell element 150 via at least one elastically deflectable form-locking element. During assembly, the third outer shell element 154 would be inserted axially with the upper form-locking element into the form-locking element of the first outer shell element 150, wherein the lower elastic form-locking element of the third outer shell element 154 is elastically deflected and engages in an undercut of the first outer shell element 150. In principle, it is of course also conceivable for the armrest 60 to have a different number of outer shell elements 150, 152, 154.

[0077] The aircraft seat device has a locking device (not shown in detail) for the backrest 32 of the aircraft seat 10. The locking device is provided for locking the pivotable backrest element 36 in different positions. The locking device has an actuating element 172. The actuating element 172 is designed as a push button. The actuating element 172 is integrated into the armrest 60. The actuating element 172 is arranged at a front end of the armrest 60. The locking device has an actuating cable 158. The actuating cable 158 is provided for transmitting an actuating pulse from the actuating element 172 to an actuator of the locking device. The actuating cable 158 is designed as a Bowden cable. The actuating cable 158 runs from the actuating element 172 integrated into the armrest 60 to the actuator.The actuating cable 158 is routed inside the armrest 60. The actuating cable 158 preferably runs inside the base body 144 and the fastening base body 66 of the armrest 60. The actuating cable 158 runs through an opening from an interior region of the fastening base body 66 into a region outside the fastening base body 66. The actuating cable 158 is routed out of the armrest 60 in the area where the armrest 60 is mounted. The actuating cable 158 is routed from the armrest 60 to the backrest 32, axially parallel to the fastening pin 44. The aircraft seat device has a cover element 176. The cover element 176 is designed as a cover bushing. The cover element 176 is provided to cover the fastening pin 44, in particular the pin element 50, between the armrest 60 and the backrest 32. The cover element 176 is firmly connected to the fastening pin 44, in particular the pin element 50.The cover element 176 is positively connected to the pin element 50, preferably clipped onto it. The cover element 176 is preferably formed by two half-shell elements 180, 182. The two half-shell elements 180, 182 each have an inner bearing area with which the half-shell elements 180, 182 rest on the fastening pin 44, in particular the corresponding pin element 50. The half-shell elements 180, 182 have an outer wall arranged radially spaced from the bearing area of ​​the half-shell elements 180, 182. At mutually facing end regions of the outer walls, the half-shell elements 180, 182 each have a positive-locking element. The positive-locking elements are each designed as an elastically deflectable clip element or a recess into which a clip element can engage in a positive-locking manner. The half-shell elements 180, 182 are connected to each other at their outer walls via the form-locking elements.The half-shell elements 180, 182 can be connected to the pin element 50, while the armrest 60 and the backrest 32 are connected to the fastening pin 44. In principle, it would also be conceivable for the cover element 176 to be connected to the armrest 60. The cover element 176 forms a covered inner region 178 between the pin element 50 and an outer wall of the cover element 176. In the inner region 178 of the cover element 176, the actuating cable 158 of the actuating unit is routed from the armrest 60 to the backrest 32, in particular the upper backrest element 36. This advantageously protects the actuating cable 158 in an area between the armrest 60 and the backrest 32.

[0078] The aircraft seat device has a first insert element 160. The first insert element 160 can be inserted into an armrest 60, 62, 64, in particular the corresponding fastening base body 66, instead of a locking module 104. Figure 12 shows, as an example, the outer, cabin-wall-side seat divider 30, to which the armrest 64 is connected. The first insert element 160 is intended to permanently lock the armrest 64 in the use position. The insert element 160 is intended to be inserted in a fixed position into the corresponding fastening base body 66 of the armrest 64. The insert element 160 is intended to be mounted in the fastening base body 66 of the armrest 64 instead of the locking module 104. The insert element 160 has two immovable locking elements 162, 164 which engage positively with the form-locking elements 106, 108.The locking elements 162, 164 permanently engage the positive-locking elements 106, 108 of the locking unit 102 in the seat divider 26. The insert element 160 permanently blocks pivoting of the armrest 64 and constantly locks the armrest 64 in the use position. By inserting the insert element 160 instead of the locking module 104, a fixed armrest 64 can be easily provided on the cabin wall, which is essentially designed the same as a pivoting armrest 60 that can be locked via a locking module 104. In principle, it would also be conceivable for the aisle-side armrest 60 or the middle armrest 62 to be permanently locked in the use position by inserting a first insert element 160 instead of the locking module 104.

[0079] The aircraft seat device has a second insert element 166. The second insert element 166 can be inserted into the center armrest 62, in particular into a corresponding fastening base body of the center armrest 62, instead of a locking module 104. Figure 13 shows an example of the center seat divider 28, to which the center armrest 62 is connected. The second insert element 166 is intended to permanently release the center armrest 62 for pivoting. The insert element 166 is intended to be inserted in a fixed position into the corresponding fastening base body of the center armrest 62. The second insert element 166 is intended to be mounted in the fastening base body of the center armrest 62 instead of a locking module 104. The insert element 166 has two immovable locking elements 168, 170 that do not engage the form-locking elements 106, 108.The locking elements 168, 170 engage the locking area 114 of the locking unit 102. The insert element 166 permanently permits pivoting of the center armrest 62 between the use position and the stowed position. The locking elements 168, 170 are designed to engage the stops 130, 132 formed by the locking area 114. This advantageously limits the movement of the center armrest 62 to pivoting between the use position and the stowed position.By inserting the insert element 166 instead of the locking module 104 or the first insert element 160, a non-locking central armrest 62 can be easily provided, which can be continuously pivoted between the stowed position and the use position without unlocking and which is essentially the same design as a pivoting armrest 60 that can be locked via a locking module 104 or the permanently locked armrest 64. Reference numeral.

[0080] 10 Aircraft seat 68 Mounting arm

[0081] 12 Stand unit 70 Mounting arm

[0082] 14 aircraft seat row 72 main area

[0083] 16 Aircraft seat 74 Base plate

[0084] 18 Seat base 76 Mounting shell

[0085] 20 Seat base 78 Mounting tray

[0086] 22 cross beams 80 storage area

[0087] 24 cross members 82 connection area

[0088] 26 seat dividers 84 connection area

[0089] 28 Seat divider 86 Mounting shell element

[0090] 30 seat divider 88 mounting tray

[0091] 32 backrest 90 storage area

[0092] 34 lower backrest element 92 connection area

[0093] 36 upper backrest element 94 connection area

[0094] 38 Backrest 96 Mounting shell element

[0095] 40 lower backrest element 98 screw

[0096] 42 upper backrest element 100 screw

[0097] 44 Mounting pin 102 Locking unit

[0098] 46 Mounting pin 104 Locking module

[0099] 48 fixing pins 106 form-locking element

[0100] 50 Pin element 108 Form-locking element

[0101] 52 Pin element 110 Locking element

[0102] 54 Mounting flange 112 Locking element

[0103] 56 Base body 114 Locking area

[0104] 58 Connection area 116 Spring element

[0105] 60 Armrest 118 Spreader element

[0106] 62 armrest 120 eccentric range

[0107] 64 Armrest 122 Bearing pin

[0108] 66 Mounting base 124 Handle recess 156

[0109] Recess 158 operating cable

[0110] Stop 160 insert element

[0111] Stop 162 locking element

[0112] Friction brake unit 164 locking element

[0113] Clamping shell element 166 insert element

[0114] Clamping shell element 168 locking element

[0115] Clamping shell element 170 locking element

[0116] Clamping shell element 172 Actuating element

[0117] Base body 174 transverse direction

[0118] Shell element 176 Cover element

[0119] Shell element 178 interior

[0120] Outer shell element 180 Half shell element

[0121] Outer shell element 182 Half shell element

[0122] Outer shell element

Claims

Claims 1 . Aircraft seat device with a seat divider (26, 28, 30), with a fastening pin (44, 46, 48 which is attached to the seat divider (26, 28, 30) in a rotationally fixed manner and is provided for connecting a backrest unit (36, 42), with an armrest (60, 62, 64) which has a fastening base body (66), wherein the fastening base body (66) forms at least one fastening shell (76, 78) for connection to the fastening pin (44, 46, 48), and with at least one fastening shell element (86, 96) which forms a fastening shell (88) and which is provided for connecting the armrest (60, 62, 64) to the fastening pin (44, 46, 48), in the areas of the fastening shell (76, 78) of the fastening base body (66) with to be connected to the fastening base body (66), wherein the fastening shell element (86, 96) and the fastening base body (66), the fastening pin (44, 46,48) with their fastening shells (76, 78, 88) at least substantially enclose., 2. Aircraft seat device according to claim 1, characterized in that the armrest (60, 62, 64) is rotatably connected to the fastening pin (44, 46, 48) via the fastening shells (76, 78, 88).

3. Aircraft seat device according to claim 1 or 2, characterized by a locking unit (102) which is provided to lock the armrest (60, 62, 64) in at least one position, and for this purpose has at least one movably mounted locking element (110, 112) which is connected to the fastening base body (66) and which engages in a form-fitting element (106, 108) formed by the seat divider (26, 28, 30) to lock the armrest (60, 62, 64).

4. Aircraft seat device according to one of the preceding claims, characterized by a locking unit (102) which has a locking module (104) consisting of two movably mounted locking elements (110, 112) which surround a locking region (114) of the seat divider (26, 28, 30), in which form-fitting elements (106, 108) are introduced into the seat divider (26, 28, 30) at a locking point.

5. Aircraft seat device according to claim 4, characterized in that the locking module (104) has a spring element (116) which is provided to press the movably mounted locking elements (110, 112) into a locking position.

6. Aircraft seat device according to claim 4 or 5, characterized in that the locking module (104) has a manually operable spreading element (118) which is arranged between the two locking elements (110, 112) and is intended to move the locking elements (110, 112) from a locking position into an unlocking position.

7. Aircraft seat device according to one of the preceding claims, characterized by a locking unit (102) which forms a locking region (114) in an upper edge region of the seat divider (26, 28, 30), which locking region is formed by recesses (126, 128) made in side surfaces of the seat divider (26, 28, 30).

8. Aircraft seat device according to one of the preceding claims, characterized by a locking unit (102) which has a stop (130) for a stowed position of the armrest (60, 62, 64) at an upper end of a locking region (114).

9. Aircraft seat device according to one of the preceding claims, characterized by a locking unit (102) which has a stop (132) for a use position of the armrest (60, 62, 64) at a lower end of a locking region (114).

10. Aircraft seat device according to one of the preceding claims, characterized by a friction brake unit (134) which is designed separately from a locking unit (102) for locking the armrest (60, 62, 64).

11. Aircraft seat device according to claim 10, characterized in that the friction brake unit (134) is formed by at least two clamping shell elements (136, 138, 140, 142) which are arranged between the fastening pin (44, 46, 48) and the fastening shells (76, 78, 88) of the fastening shell elements (86, 96) and the fastening base body (66).

12. Aircraft seat device according to one of the preceding claims, characterized in that the armrest (60, 62, 64) has at least two outer shell elements (150, 152, 154) which are connected to the fastening base body (66) and form an outer surface of the armrest (60, 62, 64).

13. Aircraft seat device according to one of the preceding claims, characterized by an actuating cable (158), a locking device of the backrest (32, 38), which is guided axially parallel to the fastening pin (44, 46, 48) from the armrest (60, 62, 64) to a backrest (32, 34).

14. Aircraft seat device according to one of the preceding claims, characterized by a fixedly mounted insert element (160, 166) which can be inserted into the fastening base body (66) of the armrest (60, 62, 64) instead of a locking module (104) in order to permanently release or permanently block pivoting of the armrest (60, 62, 64).

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