Single-aisle aircraft cabin seating arrangement

Abstract

SEAT ARRANGEMENT FOR A SINGLE-AISLE AIRCRAFT CABIN An arrangement (100, 100') of passenger seats for a single-aisle aircraft cabin, comprising two lateral groups (G) distributed symmetrically about a central aisle (110), and successive rows (R) at least along a portion of the fuselage, the intersection between a lateral group (G) and a row (R) forming a module (M) consisting of three seat units (10) whose seats (11) are convertible into beds, at least two seat units being longitudinally offset from one another, thus providing private access to each seat (10a, 11b, 11c) by means of a passageway (20a, 20b, 20c). Abstract figure: Figure 1

Description

Title of the invention: Seating arrangement for a single-aisle aircraft cabin technical field

[0001] The present invention belongs to the field of cabin design for transport vehicles, in particular airliners, and relates more particularly to an arrangement of passenger seats in a single-aisle aircraft cabin.

[0002] The present invention has a direct application in the design of business class cabins on medium- or long-haul aircraft, but is not limited to it. Prior art

[0003] Recent advances in reducing fuel consumption, particularly for single-aisle aircraft, now make it possible to consider using this type of aircraft over longer distances. For example, this type of aircraft now makes it possible to carry out transatlantic flights that previously could only be operated by so-called "wide-body" or "large-body" aircraft.

[0004] Studies by aircraft manufacturers show that in the coming years, the proportion of single-aisle aircraft in the global fleet will increase more significantly than that of twin-aisle aircraft. Indeed, their size and flexibility make them major assets for certain airlines.

[0005] Also, their average number of kilometers per seat has been increasing for some years, unlike that of wide-body aircraft.

[0006] At these longer flight times, the question of passenger comfort is raised, a question which is an essential competitive component, both for aircraft manufacturers and for the companies which operate these flights.

[0007] Thus, 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.

[0008] Convertible seats into beds have been known for a long time and exist in many configurations.

[0009] As a general rule, the most comfortable passenger seats are reserved for long-haul (wide-body) aircraft and are arranged in dense configurations with transverse rows comprising four or more seats.

[0010] The relatively narrow cabins of medium-haul aircraft, especially single-aisle aircraft, do not allow airlines to use seat units identical to those they use on long-haul aircraft, said units having in particular a a non-negligible mass which is not compatible with use on single-aisle aircraft.

[0011] Development efforts have therefore been made in recent years with the aim of reducing the mass of these siege units.

[0012] Certain cabin arrangements in single-aisle aircraft offer passengers in higher classes seat units that provide sleeping configurations.

[0013] In particular, chevron or herringbone seat unit arrangements are already known for this type of aircraft.

[0014] Document EP3718892A1 describes business class travel suite layouts for narrow-body aircraft, among others. Although the described layouts are optimized, they are limited at best to rows consisting of only four seat units (see [Fig. 3] of this document).

[0015] Another example of a herringbone arrangement is described in document WO2016057725A1. As in the previous document, the rows consist of four seat units. However, in this cabin arrangement, access to the window seat unit is not exclusive to that unit but is shared with the adjacent aisle seat unit (see [Fig. 5] of that document). For business class passengers, this can compromise privacy and thus degrade the passenger experience. Presentation of the invention

[0016] The present invention proposes an alternative to existing solutions, with certain cabin arrangements for single-aisle aircraft. These arrangements optimize available space by incorporating seats that convert into beds, such passenger seats being generally reserved for twin-aisle aircraft. These arrangements thus offer greater comfort for passengers of single-aisle aircraft equipped with such arrangements.

[0017] To this end, the present invention relates to a passenger seating arrangement for a single-aisle aircraft cabin, comprising two lateral groups distributed symmetrically with respect to a central aisle, and successive rows at least along a portion of the fuselage. This arrangement is remarkable in that the intersection between a lateral group and a row forms a module consisting of three seat units whose seats are convertible into beds, and in that at least two seat units are longitudinally offset from one another, thus providing private access to each seat by means of a passageway.

[0018] The longitudinal offset also makes it possible to widen certain passageways providing access to the seats, thus improving the circulation of passengers and cabin crew within of a module.

[0019] According to a first embodiment, the three seat units are offset longitudinally from each other.

[0020] More particularly, the longitudinal offset of the three seat units defines a straight line passing through the center of each seat of said units.

[0021] According to a second embodiment, only two of the three seat units that make up the module are longitudinally offset from each other.

[0022] According to a particular feature, a seat unit is longitudinally offset relative to two adjacent seat units that are not longitudinally offset relative to each other.

[0023] According to another particular feature, the seat of the longitudinally offset seating unit is positioned head-to-tail with respect to the seats of the adjacent seating units.

[0024] Advantageously, the seats of the same module are identical and each has a seat width greater than one-third of the width of the side group comprising said module. In other words, the sum of the seat widths of the seats of the same module is greater than the width of the side group of said module.

[0025] Finally, another object of the invention is a single-aisle medium-range airliner, characterized in that it comprises a passenger seating arrangement as shown.

[0026] The fundamental concepts of the invention having been set forth above in their most elementary form, other details and features will become clearer upon reading the following description and with reference to the accompanying drawings. Presentation of the drawings

[0027] The figures are given for illustrative purposes only to facilitate a better understanding of the invention without limiting its scope. The various elements may be represented schematically and are not necessarily to the same scale. Throughout the figures, identical or equivalent elements are identified by the same numerical reference.

[0028] It is thus illustrated in:

[0029] [Fig.1]: a top view of a cabin arrangement for a single-aisle medium-haul aircraft, according to a first embodiment;

[0030] [Fig.2]: a top view of a module of the arrangement of [Fig.1];

[0031] [Fig.3]: a perspective view, from the access side, of such a module comprising three headquarters units;

[0032] [Fig.4]: a top view of a cabin arrangement for a single-aisle, medium-range aircraft, according to a second embodiment in which the units of Aisle-side seats are positioned head-to-toe with respect to the other seating units;

[0033] [Fig.5]: a top view of a chevron-type arrangement for a single-aisle medium-range aircraft cabin, according to a third embodiment;

[0034] [Fig.6]: a rear perspective view, from the access side, of three seating units according to the third embodiment;

[0035] [Fig.7]: a top view of a staggered arrangement for a single-aisle medium-haul aircraft cabin, according to a fourth embodiment;

[0036] [Fig.8]: a perspective view, from the access side, of four rows of seat units according to the fourth embodiment;

[0037] [Fig.9]: a top view of a linear seating arrangement for a single-aisle medium-range aircraft cabin, according to a fifth embodiment;

[0038] [Fig. 10]: a front perspective view, access side, of a seating unit used according to the fifth embodiment. Detailed description of implementation methods

[0039] It should be noted that certain technical elements well known to those skilled in the art are described here to avoid any insufficiency or ambiguity in the understanding of the present invention.

[0040] In the embodiment described below, reference is made to business class seating arrangements in an airliner, using as an example passenger seat units in which the seat is convertible into a bed. This non-limiting example is given for the sake of clarity and does not preclude the use of identical or similar units in other suitable means of transport.

[0041] Figure 1 represents an arrangement 100, according to a first embodiment, comprising two lateral groups G arranged symmetrically on either side of a central cabin circulation aisle 110, with respect to a central longitudinal axis X of the fuselage. The arrangement 100 defines, transversely to the lateral groups G, successive rows R over all or part of the fuselage. Typically, the arrangement 100 concerns only the part of the fuselage reserved for business class.

[0042] According to the illustrated example, the rows R are identical and each comprises six seat units, distributed in equal numbers in the side groups G. In other words, each row R comprises in each side group G three seat units 10a, 10b and 10c, individually designated by the reference 10.

[0043] Each seat unit 10 mainly comprises a seat 11, also called an armchair in aeronautical jargon, a shell 12 partially surrounding said seat, a console 13 for amenities, a swiveling screen 14 and an ottoman 15 allowing the sleeping area to be enlarged when the seat 11 is in the bed position.

[0044] Indeed, each seat 11 includes, as is known, a seat 111 and a backrest 112 articulated so as to be convertible into a bed. In bed position, the seat 111 is translated to come together with the ottoman 15 and thus form, with the backrest 112 folded down, a sufficient sleeping surface.

[0045] In the armchair position, the backrest 112 of the seat 11 extends along the shell 12, which provides a separating function between the seats of the seat units 10a, 10b and 10c, thus preserving the privacy of the passengers during the flight.

[0046] Extending from the hull 12, and at the level of a passage 20 of the seat unit 10, is located the amenity console 13, which thus completes said unit. Inside the console 13 is at least one storage compartment 131, located above the ottoman 15. The console 13 further includes a substantially vertical wall 134 which is inclined with respect to an axis S of the seat 11 in order to allow a passenger to access and exit the seat 11 through the passage 20 defined between said wall and a rear surface of the console of the adjacent seat unit.

[0047] The screen 14 is fixed to the wall 134 and allows the passenger occupying the seat unit 10 to consult, for example, flight information and access various content, including entertainment. Due to the inclination of the wall 134 supporting the screen 14, the latter can be oriented to suit the passenger's viewing angle and is therefore conventionally mounted to pivot by means of a vertical pivot joint, located along an edge 143 of the screen and having an angle stop that limits the rotation of said screen and thus makes it possible to obtain the correct viewing angle, which corresponds to a screen substantially perpendicular to the axis S of the seat 11.

[0048] In the arrangement 100 according to the first embodiment of the invention, the intersection between a side group G and a row R defines a module M consisting of three seat units 10a, 10b and 10c, all joined together and oriented along the longitudinal direction of the fuselage; in other words, the axes S of their seats are substantially parallel to the axis X of the fuselage. Such a module M is shown in [Fig. 2] (top view) and in [Fig. 3] (perspective view).

[0049] In each module M of the arrangement 100, the three seat units 10a, 10b and 10c are offset longitudinally from one another, thus providing sufficiently wide and private passages 20a, 20b and 20c.

[0050] Indeed, the longitudinal offset of the seat units in a module is obtained by offsetting each seat unit relative to the preceding unit in the same direction, starting from an extreme seat unit (aisle 10a or window 10b). This results in each module M having seat units 10a, 10b, and 10c aligned along a direction inclined relative to the transverse direction of the fuselage. For example, in the offset seat units 10a, 10b, and 10c, the centers of the seat cushions are aligned and define a straight line D inclined relative to the transverse direction of the fuselage.

[0051] Access to the seat of each of the seat units 10a, 10b and 10c is therefore specific to that unit, respectively via passages 20a, 20b and 20c, and is not shared with another seat unit.

[0052] This arrangement facilitates the movement of passengers and crew members at the level of seat units 10, also adding extra privacy during flights.

[0053] According to one embodiment, an overall contour of the seat units 10a, 10b and 10c of the module M is inscribed in a parallelogram P, represented by a dashed line on [Fig.2],

[0054] More specifically, and because of the longitudinal offset of the seat units, the constituency parallelogram P is not a rectangle.

[0055] According to the embodiment described here, at least a part of each of the shells of the seat units 10a, 10b and 10c are inscribed in one of the sides of the parallelogram, while the opposite side is partially coincident with the console 13c of the seat unit 10c.

[0056] In section view, the side of the parallelogram P on the window side is partly coincident with an edge 121c of the hull 12c of the seat unit 10c, and the side of the parallelogram P opposite it, which is on the aisle side, is partly coincident with an edge 123a of the hull 12a of the seat unit 10a.

[0057] This arrangement also makes it possible to maintain a reduced footprint (surface occupied on the floor of the cabin) while optimizing the arrangement of the seat units in a "high density" arrangement.

[0058] Figure 3 represents a module M in perspective, comprising three seating units, of which seat lia (aisle side) is in the bed position. In this figure, the rotational kinematics of the screen 14b, around the pivot joint located at the edge 143b of said screen and positioned on the face 134b of the console 13b, is represented by means of a curved arrow.

[0059] The embodiment described with reference to figures 1 to 3 admits an alternative allowing the seat of each seat to be further widened for even more comfort.

[0060] Fig. 4 represents a 100' arrangement according to a second embodiment.

[0061] The 100' arrangement consists of longitudinal lateral groups G, in which rows R are distributed successively over all or part of the fuselage.

[0062] According to the illustrated example, the rows R are identical and each comprise six seat units, distributed in equal numbers in the side groups G.

[0063] The embodiment presented here consists first of all in positioning the aisle seat 11b in a first module M1, head-to-toe with respect to the center seat 11b. Then, the seat units present in a second module M2, that is to say the seat units of the same lateral group G and of a successive row R to that of the first module Ml, are positioned symmetrically with respect to a central axis C of a secondary passage 24 of movement. In other words, and according to the illustrated example, within the same lateral group G, the seat units on the aisle side 10a are back-to-back, while the central and window-side seat units are face-to-face.

[0064] In this embodiment, passage 24 provides access to seat units 10b and 10c, without disturbing passengers already seated in the aisle seat units 10a.

[0065] Furthermore, and in order to preserve the privacy of the passengers, the seat units 10a, 10b and 10c of the same module M are separated by partitions 21 and 22.

[0066] Each seat 11 consists of a backrest 112, a seat 111, and a leg rest 115, which are articulated so as to be convertible into a bed. In the bed position, the seat 111 is slid forward, the backrest 112 is folded down, and the leg rest 115 is tilted forward to form a sleeping surface large enough for the passenger to lie down.

[0067] This arrangement has the advantage of providing a seat 111 and a backrest 112 with a width L2 that is greater than the width L1 of seat 11 in the previous configuration, thanks to an inflection 222 of the wall 22 separating seats 11a and 11b. This widening of the seat 111 and the backrest 112 thus provides additional comfort to passengers, while optimizing the available space in the aircraft cabin.

[0068] Indeed, the width obtained by adding the widths L2 of the seats 111a, 111b and 112c, of the seats 1la, 11b and 1le respectively, is greater than the width LG of the lateral group G.

[0069] The seating units of this embodiment can also be composed, as required, of a screen, a convenience console, as well as various elements, not shown here, which are known to equip such seating units.

[0070] In the following, other embodiments will be described with reference to Figures 5 to 10. Figure 5 represents an arrangement 300 of a cabin of a single-aisle aircraft, according to another embodiment, comprising seat units 30 distributed equally in two longitudinal groups, on either side of a circulation aisle 310. In each longitudinal group, the seat units 30 are arranged in a herringbone or chevron configuration.

[0071] The seat units 30 of this embodiment have the particularity of being composed of two seats, a first seat 31 called "inclined" because inclined with respect to the longitudinal direction of the fuselage and a second seat 32 called "straight" because oriented along said direction.

[0072] The right seat 32 is positioned on the aisle side and certified for takeoff and landing phases.

[0073] The reclining seat 31 is positioned on the window side and is only usable outside of takeoff and landing phases. The reclining seat 31 is complementary to the straight seat 32 and consists of a mechanism that allows its seat 311 and its backrest 312 to move in a known manner to form a horizontal surface, thus offering, with the seat 321 of the seat 32, a comfortable sleeping surface of length L of approximately 1.85 m.

[0074] Figure 6 shows in perspective three seat units 30 of the arrangement described above, one of which is in a bed configuration. The bed then consists of the seat 311 and the backrest 312 of the inclined seat 31, supplemented by the seat 321 of the upright seat 32.

[0075] In addition to the two seats 31 and 32 described above, each seat unit 30 also includes a shell 38, in which a console 39 with storage compartments 391 is fitted, a retractable tablet 36, housed in the shell of the adjacent seat unit, and a swiveling screen 37 that can be used when the passenger is seated on one of the two seats 31 or 32, but also when the seat 31 is in a bed position.

[0076] Fig. 7 represents an arrangement 500 of a cabin of a single-aisle aircraft according to another embodiment, in which each row comprises a single seat unit 50 having a seat 51 oriented along the longitudinal direction of the aircraft.

[0077] In addition, the seats 51 of the seat units 50 are arranged on either side of an axis Q, longitudinal with respect to the axis of the aircraft fuselage, and thus exhibit a transverse offset between two successive seat units.

[0078] Thus, between two successive rows, a distinction must be made between a seat 50a positioned on the aisle side and a seat 50b positioned in the center of the side group. This arrangement is then said to be "staggered".

[0079] This staggered arrangement optimizes the space occupied on the cabin floor by a seat unit.

[0080] In other words, along the longitudinal axis of the aircraft and on the same side, every other seat unit comprises an aisle seat, while the other seat units each comprise a seat positioned in the center of the side group. Furthermore, as will be shown later, this arrangement has the particularity that the sleeping surface is oriented slightly perpendicular to the longitudinal axis of the cabin, along axis R, such that when the passenger lies down, their head is positioned towards the window, and their lower limbs are positioned towards the aisles.

[0081] The 50a and 50b seat units that make up this arrangement are now presented.

[0082] Seat unit 50a, of which seat 51a is positioned on the aisle side, comprises a A single folding bench seat 54a, folding down in the direction of the sleeping area, is itself positioned on a fixed bench seat 55a. When folded down, the bench seat 54a covers the seat cushion 511a of the seat 51a, thus providing a flat surface on which the passenger can lie down.

[0083] Seat unit 50b, in which seat 51b is positioned in the center of the side group, includes two folding bench seats. A first bench seat 54b is positioned on a fixed bench seat 55b and folds down in the direction of the sleeping surface onto the seat cushion 511b of seat 51b of seat unit 50b. A second bench seat 56b, located on the aisle side, folds down perpendicularly to the sleeping surface. The two folded bench seats 54b and 56b then provide a sufficient sleeping surface for the passengers.

[0084] Each seat unit 50 comprises a wall 58 and a shell 57 which isolates it from the adjacent seat unit. The wall 58 may be solid or opaque.

[0085] Each seat unit 50 is further complemented by a retractable tablet 59 and a screen 52 that can be oriented in different directions so that it can be used both in a sitting and lying position.

[0086] Figure 8 shows, in perspective, from the corridor side, a lateral group containing six Seating units. The two seats on the right of the figure are examples of seating units 50a and 50b in bed configuration, thus showing the benches 54a and 56b folded down.

[0087] The embodiment described with reference to Figures 7 and 8 also admits an alternative, where the side groups G consist solely of seat units similar to seat unit 50b, the alternative being that the benches located on either side of the seat are fixed, and no longer foldable, as is the case in the current embodiment.

[0088] Figure [Fig. 9] represents a 500' arrangement according to a fifth embodiment, also including two lateral groups G, arranged on either side of a central corridor 510 for cabin circulation.

[0089] According to the illustrated example, the seats 51 of the seat units 50 are this time aligned along the same longitudinal axis Q' parallel to the aisle.

[0090] Each seat unit 50 mainly comprises a seat 51, a partition 58 allowing the isolation, within the same lateral group G, of said unit from the seat unit located in front of it, a swiveling screen 52, a removable tablet 59 and two fixed benches 55 and 56.

[0091] Each seat comprises a seat 511 and a backrest 512 as well as height-adjustable armrests 515. On each side of the seat 51 are two benches 55 and 56.

[0092] The benches 55 and 56 are located in the same plane D as the seat 511 of the seat 51, and allow for a sufficient sleeping surface, with said seat, in The armrests 515 are in the lower position. The benches 55 and 56 are fixed, that is to say that unlike the benches 54b and 56b of the embodiment described previously, the benches 55 and 56 are not foldable.

Claims

Demands

1. Arrangement (100, 100') of passenger seats for a single-aisle aircraft cabin, comprising two side groups (G) distributed symmetrically with respect to a central aisle (110), and successive rows (R) at least on a part of the fuselage, characterized in that the intersection between a side group (G) and a row (R) forms a module (M) consisting of three seat units (10) whose seats (11) are convertible into beds, and in that at least two seat units are longitudinally offset from each other, thus allowing private access to each seat (1a, 11b, 1a) by means of a passage (20a, 20b, 20c).

2. Arrangement (100) of passenger seats according to claim 1, wherein the three seat units (10a, 10b, 10c) are longitudinally offset from one another.

3. Arrangement (100) of passenger seats according to claim 2, wherein the longitudinal offset of the three seat units (10a, 10b, 10c) defines a straight line (D) passing through the center of each seat (111) of the seats (11) of said units.

4. Arrangement (100') of passenger seats according to claim 1, wherein only two seat units are longitudinally offset from each other.

5. Arrangement (100') of passenger seats according to claim 4, wherein one seat unit (10a) is longitudinally offset from two adjacent seat units (10b, 10c) which are not longitudinally offset from each other.

6. Arrangement (100') of passenger seats according to claim 5, wherein the seat (1a) of the longitudinally offset seat unit (10a) is positioned head-to-toe with respect to the seats (11b, 11e) of the adjacent seat units (10b, 10c).

7. Arrangement (100') of passenger seats according to any one of claims 4 to 6, wherein the seats (11) of the same module (M) are identical and each have a seat (111) of width (L2) greater than one third of a width (LG) of the side group (G) comprising said module.

8. A single-aisle, medium-range airliner, characterized in that it comprises an (100, 100') arrangement of passenger seats according to any one of the preceding claims.

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