ENERGY RECOVERY SYSTEM FOR A SEAT, ESPECIALLY AN AIRCRAFT SEAT

Abstract

The invention relates to a seat (10) comprising: - a seat structure (11) comprising at least one seat structure (16) and at least one backrest structure (17), called seat structural elements (16, 17), - at least one deformable seat cushion (20) arranged on the seat structure (16) and at least one deformable backrest cushion (21) arranged on the backrest structure (17), called seat cushions (20, 21), and - an energy recovery device (23) housed in a seat cushion (20, 21) or interposed between a seat cushion (20, 21) and a corresponding seat structural element (16, 17), - said energy recovery device (23) being capable of transforming a mechanical deformation of said device (23) induced by the presence of a passenger seated on the seat (10) or mechanical vibrations of the seat structure (11) into electrical energy. Figure for abstract: Figure 1

Description

Title of the invention: ENERGY RECOVERY SYSTEM FOR A SEAT, IN PARTICULAR AN AIRCRAFT SEAT

[0001] The present invention relates to an energy recovery system for a seat. The invention finds a particularly advantageous, but not exclusive, application in the field of aeronautics, in particular with classes of economy-type aircraft seats which have limited sources of electrical energy. The invention can also be implemented with first class or business class seats or seats in other means of transport.

[0002] In a manner known per se, an airplane seat comprises a seat structure comprising a low seat structure provided with legs having fasteners intended to be fixed on rails of an airplane cabin. The seat structure also comprises at least one seat structure and at least one backrest structure defining at least one passenger seat. In order to improve the comfort of the passenger, cushions are arranged on the seat structure and on the backrest structure. The seat may also comprise an armrest or an adjustable headrest.

[0003] An aircraft seat may be equipped with electrical systems such as electrical actuators allowing movement of certain parts of the seat, in particular the backrest, lamps, a multimedia system called an IFE system (for "InFlight Entertainment" according to English terminology), power ports for connecting electronic equipment or an audio connection for the radio or other sources of multimedia entertainment.

[0004] The use of conventional wired solutions for powering the electrical consumers of aircraft seats has disadvantages, such as mobility constraints, bulk due to cables, complexity of connections, and significant maintenance costs. Furthermore, the power supply of additional electronic modules, such as electronic modules for detecting the presence of a passenger, is limited by the overall energy consumption of the seat's functionalities, which must not exceed a certain threshold.

[0005] The invention aims to effectively remedy the aforementioned drawbacks by proposing a seat comprising: - a seat structure comprising at least one seat structure and at least one backrest structure, called seat structural elements, and - at least one deformable seat cushion arranged on the seat structure and at least one deformable back cushion arranged on the back structure, called seat cushions, - said aircraft seat comprising at least one energy recovery device housed in a seat cushion or inserted between a seat cushion and a corresponding seat structural element, - said energy recovery device being capable of transforming a mechanical deformation of said device induced by the presence of a passenger seated on the seat or mechanical vibrations of the seat structure into electrical energy.

[0006] The invention thus makes it possible to have a self-powered, autonomous seat independent of the aircraft's electrical network. The invention makes it possible to power low-power modules with considerably reduced costs, mass, and size compared to a wired solution. The invention also allows flexible integration of electronic modules, such as wireless passenger detection modules, which are energy-efficient and capable of communicating with other on-board systems to meet the increasing requirements of modern aviation.

[0007] According to one embodiment of the invention, the energy recovery device is of the piezoelectric type.

[0008] According to one embodiment of the invention, said seat comprises at least one electronic module with low electrical consumption capable of being powered by the energy recovery device.

[0009] According to one embodiment of the invention, the low-power electronic module is chosen from: a module for detecting the presence of a passenger, a local lighting module, or a predictive maintenance module.

[0010] According to one embodiment of the invention, the module for detecting the presence of a passenger comprises: - an electrical energy storage device, - a detection element capable of generating data relating to the presence of a passenger on the seat, and - a wireless communication system capable of transmitting data relating to the presence of a passenger on the seat to a remote reader.

[0011] According to one embodiment of the invention, the predictive maintenance module comprises a data collection system making it possible to calculate a duration of use of the seat and a device for emitting an alert signal when the duration of use exceeds a threshold duration.

[0012] According to one embodiment of the invention, the predictive maintenance module comprises a system of sensors making it possible to quantify the degradation of a foam of the seat cushions and a device for emitting an alert signal when the seat cushions do not provide a desired minimum level of comfort.

[0013] According to one embodiment of the invention, the energy recovery device comprises a spring blade and at least one piezoelectric component arranged on at least one face of said spring blade.

[0014] According to one embodiment of the invention, the spring blade has a curved shape and comprises a fixed end intended to be fixed to the structural element of the seat and a free end capable of moving by sliding against the structural element of the seat during deformation of the spring blade.

[0015] According to one embodiment of the invention, the energy recovery device comprises a piezoelectric component arranged on a concave internal face of the spring blade facing the structural seat element.

[0016] According to one embodiment of the invention, the energy recovery device comprises a piezoelectric component arranged on a convex external face of the spring blade facing the side opposite the structural seat element.

[0017] According to one embodiment of the invention, the free end is curved.

[0018] According to one embodiment of the invention, the energy recovery device comprises a strap disposed within a seat cushion and at least one piezoelectric component disposed on one face of the strap.

[0019] The present invention will be better understood and other characteristics and advantages will become apparent upon reading the detailed description which follows, comprising embodiments given by way of illustration with reference to the appended figures, presented as non-limiting examples, which may serve to complete the understanding of the present invention and the description of its embodiment and, where appropriate, contribute to its definition, in which:

[0020] [Fig-1] [Fig.l] is a perspective view of a class airline seat economically equipped with energy recovery devices according to the invention;

[0021] [Fig.2] [Fig.2] shows a detailed and exploded perspective view of a seat on which energy recovery devices according to the invention are mounted;

[0022] [Fig.3] [Fig.3] is a perspective view illustrating the positioning of energy recovery devices under the seat cushion;

[0023] [Fig.4] [Fig.4] is a perspective view of a leaf spring of a device for re energy recovery according to the invention;

[0024] [Fig.5] [Fig.5] is a perspective view illustrating a positioning of a piezoelectric component fixed on an internal face of a spring blade of an energy recovery device according to the invention;

[0025] [Fig.6] [Fig.6] schematically illustrates the power supply of different types of low-power electronic modules by one or more energy recovery devices according to the invention;

[0026] [Fig.7] [Fig.7] is a schematic representation of a detection module of presence of a passenger according to the invention communicating with a corresponding reader;

[0027] [Fig-8] [Fig.8] illustrates an embodiment in which recovery devices energy operation according to the invention are housed inside the seat cushions;

[0028] [Fig.9] [Fig.9] illustrates an embodiment in which the recovery device An energy generator according to the invention comprises a strap carrying several piezoelectric components integrated into a seat cushion.

[0029] It should be noted that the structural and / or functional elements common to the different embodiments may have the same references. Thus, unless otherwise stated, such elements have identical structural, dimensional and material properties.

[0030] [Fig.l] shows an economy class airplane seat 10 intended to be installed inside an airplane cabin. The airplane seat 10 comprises a rigid seat structure 11 which is generally made of a metallic material. The seat structure 11 is stressed by vibrations resulting from the movement of the airplane and / or the passenger.

[0031] The seat structure 11 comprises a low structure 12 provided with feet 13 having fasteners 15 intended to be fixed on rails of an aircraft cabin.

[0032] The seat structure 11 also comprises at least one seat structure 16 on which a lower part of the body of a passenger can rest and at least one backrest structure 17 on which the back of a passenger can rest. The seat structural elements 16, 17 define at least one passenger place. The seat structure 16 and the backrest structure 17 may each comprise at least one sheet intended to support a part of the body of a passenger.

[0033] In this case, the airplane seat 10 comprises three seat structures 16 and three backrest structures 17 so as to define three passenger seats. Of course, the airplane seat 10 may comprise more or less than three seat structures 16 and more or less than three corresponding backrest structures 17 so as to define more or less three seats. Armrests 22 may be arranged between two adjacent seats and at the ends of the airplane seat 10. The armrests 22 may be fixed or movable in rotation between a raised position and a lowered position. A baggage bar 18 is intended to ensure retention of baggage arranged under the airplane seat 10.

[0034] In order to improve the comfort of the passenger, at least one deformable seat cushion 20 is arranged on the corresponding seat structure 16. At least one deformable back cushion 21 is arranged on a corresponding back structure 17. The seat cushion 20 and the back cushion 21 are called "seat cushions". The seat cushions 20, 21 comprise a comfort element generally made of foam, in particular a fire-resistant foam, and a cover covering the comfort element.

[0035] At least one energy recovery device 23 is housed in a seat cushion 20, 21 or is interposed between a seat cushion 20, 21 and a corresponding seat structural element 16, 17. In the exemplary embodiment of FIGS. 1, 2 and 3, energy recovery devices 23 are arranged between the seat cushion 20 and the seat structure 16. Similarly, energy recovery devices 23 may be arranged between the back cushion 21 and the back structure 17, in particular a sheet of the back structure 17.

[0036] Each energy recovery device 23 is capable of transforming a mechanical deformation of said device 23 induced by the presence of a passenger seated on the seat 10 or mechanical vibrations of the seat structure 11 into electrical energy. The energy recovery device 23 is of the piezoelectric type. Piezoelectric materials have the capacity to generate an electric current when they are subjected to mechanical stress. Piezoelectric materials generate an electric current proportional to the applied mechanical stress. The energy recovery device 23 may be of the resonant type by exploiting the acceleration of a point of the piezoelectric structure for a single vibration frequency or of the non-resonant type by exploiting the local deformations of a portion of the piezoelectric structure over an entire frequency range.

[0037] As shown in Figures 4 and 5, the energy recovery device 23 comprises a spring blade 41 and at least one piezoelectric component 42 arranged on at least one face of said spring blade 4L. A direction of application of the forces on the spring blade 41 is represented by the arrow F. The piezoelectric component 42 can take the form of a thin plate. This type of component 42 called "piezoelectric patch" can for example be a piezoelectric patch of the Macro Fiber Composite (trade name) or "MFC" type. According to the manufacturer's data sheet, the piezoelectric component 42 of the MFC type can have a coupling in "d31" or "d33" mode. Alternatively, the piezoelectric component 42 can have any other type of coupling adapted to the application.

[0038] In the example shown in Figures 1, 2 and 3, six energy recovery devices 23 are provided, arranged between the seat cushion 20 and the seat structure 16, here the seat sheet of the seat. Of course, it is possible to use a number less than or greater than six energy recovery devices 23. The number of devices 23 depends on the quantity of electrical energy that it is desired to recover for the operation of the electronic modules of the seat 10. Advantageously, the energy recovery devices 23 are arranged in a rear zone of the seat structure intended to be in contact with the buttocks of a passenger exerting maximum pressure on the seat cushion 20 (see [Fig. 3]).

[0039] More precisely, the spring blade 41 has a curved shape and comprises a fixed end 43 intended to be fixed on the seat structural element 16, 17 and a free end 44 capable of moving by sliding against the seat structural element 16, 17 during deformation of the spring blade 41. The fixed end 43 is fixed on a seat sheet. For this purpose, the fixed end 43 extending in the plane of the seat sheet comprises an opening 45 for the passage of a fixing member. The fixing member inserted inside the opening 45 may be a screw or a rivet or any other fixing member suitable for the application.

[0040] According to a so-called "unimorphic" configuration, the energy recovery device 23 comprises a piezoelectric component 42 arranged on a concave internal face of the spring blade 41 facing the structural seat element 16, 17, as shown in [Fig.5].

[0041] According to a so-called "bimorphic" configuration, the energy recovery device 23 also comprises a piezoelectric component 42 arranged on a convex external face of the spring blade 41 facing the side opposite the seat structural element 16, 17. As a variant, a piezoelectric component 42 is arranged on the convex external face of the spring blade 41 while the internal face of the spring blade 41 is devoid of piezoelectric component 42.

[0042] The free end 44 is preferably curved, in particular folded back on itself, to facilitate its movement against the seat structure 16 during deformation of the spring blade 4L.

[0043] As illustrated in [Fig.6], the aircraft seat 10 comprises at least one low-power electronic module 24 capable of being powered by the energy recovery device(s) 23.

[0044] The energy recovery device(s) 23 transform the deformation of the piezoelectric material generated by the vibrations Vib of the seat structure 11 or the movements M of the passenger on the seat 10 into electrical energy Ee supplying one or more electronic module(s) 24.

[0045] A low-power electronic module 24 can be powered directly by the energy recovery device 23. In this case, a rectification circuit is used, making it possible in particular to rectify the voltage produced by the energy recovery device 23. As a variant, the low-power electronic module 24 comprises an electrical energy storage device intended to store the electrical energy generated by the energy recovery device(s) 23.

[0046] The low-power electronic module 24 is chosen in particular from: a passenger presence detection module 25, a local lighting module 26, or a predictive maintenance module 27.

[0047] As illustrated in [Fig.7], the module for detecting the presence of a passenger 25 comprises an electrical energy storage device 30 intended to store the electrical energy generated by the energy recovery device(s) 23. The energy recovery device(s) 23 may be integrated into the module 25. The electrical energy storage device 30 advantageously comprises a supercapacitor or alternatively a battery, in particular of the Lithium-Ion type or any other type of battery suitable for the application. The module 25 also comprises a detection element 31 capable of generating data Dpass relating to the presence of a passenger on the aircraft seat 10.

[0048] This data Dpass is generated as a function of a current generation level by the energy recovery device(s) 23. Indeed, the energy recovery device(s) 23 will generate a current greater than a passenger presence threshold when they undergo a significant deformation force linked to a passenger sitting on a seat of the airplane seat 10. Whereas if the airplane seat 10 is simply subjected to vibrations, the current generated by the energy recovery device(s) 23 will remain lower than the passenger presence threshold.

[0049] The module 25 also comprises a wireless communication system 33 capable of transmitting the Dpass data relating to the presence of a passenger on the seat to a remote reader 34. For this purpose, the remote reader 34 comprises a wireless reception system 35 capable of receiving the Dpass data relating to the presence of a passenger on the seat and an associated processing unit 36. The processing unit 36 ​​can be connected to a screen 38 displaying a plan of the aircraft cabin on which the passenger seats have different colors depending on their occupancy. For example, it is possible to display the occupied seat positions in red and the free seat positions in green. Any other color code can of course be adopted for the implementation of the invention.

[0050] As shown in [Fig.6], the predictive maintenance module 27 may comprise a data collection system 28 for calculating a duration of use of the seat from the Dpass data and a device 29 for emitting an alert signal when the duration of use exceeds a threshold duration. It is thus possible to replace a comfort element of a seat before the deterioration of the foam is perceived by the passenger. The alert signal emitted by the module 27 may be a visual and / or audible signal.

[0051] The data collection system 28 can make it possible to create a history of the state of the aircraft seat 10, in particular concerning a duration of occupation of the seat 10 during an aircraft cycle and then throughout the life cycle of the seat 10.

[0052] Alternatively, the predictive maintenance module 27 comprises a system of sensors 28' making it possible to quantify the degradation of a foam of the seat cushions 20, 21 and a device for emitting an alert signal 29 when the seat cushions 20, 21 do not ensure a minimum level of desired comfort.

[0053] In the embodiment of [Fig. 8], energy recovery devices 23 are housed in the seat cushion 20 and / or in the back cushion 21. The energy recovery devices 23 are arranged inside a volume of a foam of the seat cushion 20 and / or a volume of a foam of the back cushion 21. The energy recovery devices 23 are arranged in a lower part of the back cushion 21, at the location where a load of the passenger's body represented by the arrows F1 is greatest. The energy recovery devices 23 may be arranged in the thickness of the seat cushion 20, 21 in several successive layers.

[0054] In the embodiment of [Fig.9], the energy recovery device 23 comprises at least one strap 47 arranged inside a seat cushion 20, 21 and at least one piezoelectric component 42 arranged on one face of the strap 47. The strap 47 is made of a flexible material, in particular a textile material or any other flexible material suitable for the application. The strap 47 is arranged inside a volume of foam of a seat cushion 20, 21. A piezoelectric component 42 is arranged between one end of the seat cushion 20, 21 and a seam 48 of the seat cushion 20, 21 or between two adjacent seams 48 of the seat cushion 20, 21.

[0055] Alternatively or additionally, each energy recovery device 23 may be configured to supply electrical energy to the electrical network of the aircraft cabin. The electrical network of the aircraft cabin comprises a plurality of electrical boxes connected to one another and each intended to deliver electrical power to electrical consumers of one or more seats, such as actuators, lamps, multimedia system screens. The energy recovery device(s) 23 may be connected to a corresponding electrical box 50 (see [Fig.l]). An electrical box 50 is conventionally installed under a passenger seat.

[0056] Alternatively, the energy recovery device(s) 23 are of the electromagnetic type. In this case, the movement of the passenger or the vibrations of the aircraft seat 10 generate a variation in the magnetic field inducing an electric current capable of powering in particular one or more low-power electronic modules 24.

[0057] Of course, the various features, variants and / or embodiments of the present invention may be combined with each other in various combinations to the extent that they are not incompatible or mutually exclusive.

[0058] Furthermore, the invention is not limited to the embodiments described above and provided solely by way of example. It encompasses various modifications, alternative forms and other variations that may be envisaged by those skilled in the art within the scope of the present invention and in particular all combinations of the different operating modes described above, which can be taken separately or in association.

Claims

Claims

1. Seat (10) comprising: - a seat structure (11) comprising at least one seat structure (16) and at least one backrest structure (17), called seat structural elements (16, 17), and - at least one deformable seat cushion (20) arranged on the seat structure (16) and at least one deformable backrest cushion (21) arranged on the backrest structure (17), called seat cushions (20, 21), characterized in that said aircraft seat (10) comprises at least one energy recovery device (23) housed in a seat cushion (20, 21) or interposed between a seat cushion (20, 21) and a corresponding seat structural element (16, 17), - said energy recovery device (23) being capable of transforming a mechanical deformation of said device (23) induced by the presence of a passenger seated on the seat (10) or mechanical vibrations of the seat structure (11) into electrical energy.

2. Seat according to claim 1, characterized in that the energy recovery device (23) is of the piezoelectric type.

3. Seat according to claim 1 or 2, characterized in that it comprises at least one low-power electronic module (24) capable of being powered by the energy recovery device (23).

4. Seat according to claim 3, characterized in that the low-power electronic module (24) is chosen from: a passenger presence detection module (25), a local lighting module (26), or a predictive maintenance module (27).

5. Seat according to claim 4, characterized in that the module for detecting the presence of a passenger (25) comprises: - an electrical energy storage device (30), - a detection element (31) capable of generating data relating to the presence of a passenger on the seat, and - a wireless communication system (33) capable of transmitting the data relating to the presence of a passenger on the seat to a remote reader (34).

6. Seat according to claim 4, characterized in that the predictive maintenance module (27) comprises a data collection system (28) making it possible to calculate a duration of use of the seat and a device for emitting an alert signal (29) when the duration usage exceeds a threshold duration.

7. Seat according to claim 4, characterized in that the predictive maintenance module (27) comprises a system of sensors (28') making it possible to quantify the degradation of a foam of the seat cushions (20, 21) and a device for emitting an alert signal (29) when the seat cushions (20, 21) do not ensure a minimum level of desired comfort.

8. Seat according to any one of claims 1 to 7, characterized in that the energy recovery device (23) comprises a spring blade (41) and at least one piezoelectric component (42) arranged on at least one face of said spring blade (41).

9. Seat according to claim 8, characterized in that the spring blade (41) has a curved shape and comprises a fixed end (43) intended to be fixed on the structural seat element (16, 17) and a free end (44) capable of moving by sliding against the structural seat element (16, 17) during deformation of the spring blade (41).

10. Seat according to claim 8 or 9, characterized in that the energy recovery device (23) comprises a piezoelectric component (42) arranged on a concave internal face of the spring blade (41) facing the structural seat element (16, 17).

11. Seat according to any one of claims 8 to 10, characterized in that the energy recovery device (23) comprises a piezoelectric component (42) arranged on a convex external face of the spring blade (41) facing the side opposite the structural seat element (16, 17).

12. Seat according to claim 9, characterized in that the free end (44) is curved.

13. Seat according to any one of claims 1 to 7, characterized in that the energy recovery device (23) comprises a strap (47) arranged inside a seat cushion (20, 21) and at least one piezoelectric component (42) arranged on one face of the strap (47).

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