Aircraft seat device

Abstract

The invention proceeds from an aircraft seat device having a console region (16) which is arranged between two aircraft seats (12, 14) of an aircraft seat row (10), wherein the console region (16) forms at least one storage space (20) which is provided for stowing at least one functional unit (22, 24), in particular a table device, wherein the storage space (20) has at least one access opening (30) which is open at the top, having a latch module (36), by means of which the access opening (30) is lockable, and also has two separately pivotable covering elements (38, 40) which are each provided to close off a part region (32, 34) of the access opening (30) in a closed position, wherein the latch module (36) has a bearing unit (42) for pivotably mounting the covering elements (38, 40), which bearing unit in each case forms a bearing shaft (44, 46) for mounting each covering element (38, 40). It is proposed that the bearing shaft (44, 46) for pivotably mounting a covering element (38, 40) is arranged in the region of the other covering element (38, 40), in particular directly below the other covering element (38, 40).

Description

[0001] Aircraft seat device

[0002] State of the art

[0003] The invention relates to an aircraft seating device according to the preamble of claim 1.

[0004] An aircraft seating device with a console area arranged between two aircraft seats of an aircraft seat row has already been proposed, wherein the console area forms at least one storage space intended for stowing at least one functional unit, in particular a table device, wherein the storage space has at least one upwardly open access opening, with a locking module by means of which the access opening can be closed, and for this purpose has two separately pivotable cover elements, each of which is intended to close a part of the access opening in a closed position, wherein the locking module has a bearing unit for pivotable mounting of the cover elements, which forms a bearing axis for mounting each cover element.

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

[0006] Advantages of the invention

[0007] The invention relates to an aircraft seating device with a console area arranged between two aircraft seats of an aircraft seat row, wherein the console area forms at least one storage space which is provided for stowing at least one functional unit, in particular a table device, wherein the storage space has at least one upwardly open access opening, with a locking module by means of which the access opening can be closed, and for this purpose has two separately pivotable cover elements, each of which is provided to close a part of the access opening in a closed position, wherein the locking module has a bearing unit for pivotable mounting of the cover elements, which forms a bearing axis for mounting each cover element.

[0008] It is proposed that the bearing axis for the pivotable mounting of one cover element be arranged in the area of ​​the other cover element, in particular directly below the other cover element.

[0009] The term "aircraft seating unit" is preferably understood to mean a unit that forms part of an aircraft seat row with at least two aircraft seats arranged side by side. The aircraft seating unit can form the entire aircraft seat row or only a part thereof. An aircraft seating unit preferably comprises two aircraft seats arranged side by side. The aircraft seating unit is preferably designed as a business-class aircraft seating unit, preferably comprising two business-class aircraft seats arranged side by side. In an aircraft cabin, several aircraft seating units are preferably arranged one behind the other at intervals. It is also conceivable, in principle, that the aircraft seating unit is designed as a premium-economy aircraft seating unit.In principle, it is also conceivable that an aircraft seat row comprises three, four, or more aircraft seats arranged side by side. It is also conceivable that the aircraft seat row is designed as a first row. The term "aircraft seat" is to be understood in particular as a seat intended to be mounted on a cabin floor in an aircraft cabin, and on which a passenger can sit during a flight. The aircraft seat has at least a seat base and a backrest connected to the seat base, the backrest preferably being pivotably connected to the seat base, thus allowing the aircraft seat to be moved into different functional positions. The term "console area" is preferably to be understood as an area between two aircraft seats arranged directly next to each other in an aircraft seat row.The console area is preferably located directly between the seating areas of the adjacent aircraft seats in the row. The console area preferably incorporates the opposing armrest areas of the two aircraft seats. At its upper end, the console area forms opposing armrests for the two adjacent aircraft seats. The console area extends from an area below the seat surface to above the seat surface, reaching the height of the armrests.

[0010] The term "between the two aircraft seats" refers to the space in a transverse direction between the two aircraft seats arranged directly adjacent to each other. A "storage compartment" preferably refers to a space that is at least partially enclosed and bounded by a housing, in which at least one functional unit can be fully stowed in a stowed position. The storage compartment is bounded by a console unit located between the aircraft seats. The storage compartment is preferably enclosed at least to the sides, front, rear, and at least partially, and thus bounded by the console unit. The storage compartment is open only at its upper end, which is at armrest height. The storage compartment has its access opening at this upper end. The console unit preferably has an opening at its upper end that forms the access opening.It is conceivable that the storage compartment comprises a common space for stowing the functional units of the two adjacent aircraft seats. The storage compartment has a first sub-compartment designed to accommodate the functional unit of the first aircraft seat and a second sub-compartment designed to accommodate the functional unit of the second aircraft seat. Preferably, the storage compartment forms both sub-compartments together, without separating them. It is also conceivable, in principle, that the storage compartment forms two separate sub-compartments, each containing a functional unit of one aircraft seat. For example, it would be conceivable to have a centrally located vertical partition in the storage compartment, dividing it into two separate sub-compartments, each for storing a functional unit.An "access opening" should preferably be understood as an opening through which a functional unit can be moved around the storage room or brought into it.

[0011] A "locking module" is preferably understood to be a module by means of which the access opening of the storage compartment can be selectively locked or unlocked. The locking module allows the two compartments of the storage compartment to be locked and unlocked independently of each other. Preferably, either the first or the second compartment of the storage compartment can be selectively opened by means of the locking module. The locking module is preferably operable manually by a passenger. A "cover element" is preferably understood to be an element by which at least a portion, in particular a portion associated with a compartment, of the access opening can be closed. A cover element can preferably be pivoted between a completely closed position and a completely open position.Preferably, the pivot angle by which a cover element pivots from the closed position to the open position is between 80 and 110 degrees. In a closed position, a cover element is preferably oriented essentially horizontally. In a closed position, a cover element completely closes the associated portion of the access opening. In a closed position, the underside of a cover element forms an inner wall of the storage compartment. The underside of the cover element faces the storage compartment when closed. The top surface of the cover element forms at least part of an armrest surface of the directly adjacent aircraft seat. Preferably, the top surface of the cover element is made of a material that is at least partially elastic.The term "separately pivotable" preferably means that the cover elements can be pivoted individually and independently. Preferably, pivoting one of the cover elements does not cause the other cover element to pivot. Pivoting one cover element has no effect on the position of the other pivoting element. Preferably, only one of the two cover elements can be pivoted from the closed position to an open position at any given time. Preferably, a cover element pivoted from the closed position to an open position locks the other cover element, preventing it from being pivoted out of the closed position. Thus, preferably, only one of the two cover elements can be pivoted out of a closed position at any given time. Therefore, either the first or the second cover element can be opened.

[0012] A "functional unit" is preferably understood to be a unit that can be used by a passenger seated in an aircraft seat in at least one operating position. Preferably, the functional unit is designed as a table device. In principle, it would also be conceivable for the functional unit to be designed as a tablet holder, a screen, or another component intended for use by a passenger. The functional unit is preferably adjustable between a stowable position and the operating position. The stowable position is preferably designed as a position in which the functional unit is stored in a designated storage compartment, preferably in a space-saving manner. In the stowed position, the functional unit is not usable by a passenger.In its operating position, the functional unit is preferably arranged in front of and / or above a seating area of ​​the aircraft seat such that it can be used by a passenger seated in the aircraft seat. Preferably, the functional unit can be securely positioned in an intermediate position between the operating position and the stowed position. This intermediate position is designed as a removal position, which the functional unit preferably assumes automatically when moved from the stowed position, and from which a passenger can manually remove the functional unit.

[0013] A "bearing unit" is preferably understood to be a unit designed for the pivotable mounting of a first element, such as a cover element, to a second element, such as a bracket unit. Preferably, the bearing unit has at least one bearing shaft on which a pivot arm of the bearing unit is pivotably mounted. The bearing shaft is preferably attached to a stationary component, such as the bracket unit, by means of at least one bearing block. A "bearing axis" is preferably understood to be an axis of rotation about which an element mounted via the bearing unit, such as a cover element, is pivotably mounted. The bearing axis is preferably defined by a bearing shaft of the bearing unit. The bearing axis is coaxial with a central axis of the bearing shaft.

[0014] The term "area of ​​the other cover element" refers to an area covered by the corresponding cover element in a closed state. The term "area of ​​the cover element" preferably refers to an area of ​​the console unit that is covered by the cover element when the cover element is closed. "Directly below the other cover element" preferably means directly below it in a vertical direction. Preferably, the pivot axis of the bearing unit for supporting one cover element is at least 4 mm, preferably 6 mm, measured from a side surface of the other cover element below it. "Provided for" is understood to mean specifically designed and / or equipped.The phrase "an object is intended for a specific function" means, in particular, that the object fulfills and / or performs this specific function in at least one application and / or operating state. An embodiment according to the invention advantageously allows the locking module to be designed as narrow as possible in its transverse dimension. This advantageously enables the provision of a particularly compact aircraft seat assembly. Preferably, the seating areas of the two aircraft seats can still be advantageously wide.

[0015] It is further proposed that the bearing axis for the pivotable mounting of a cover element be arranged substantially concentrically to an outer radius of an upper edge of the other cover element facing the cover element to be pivoted. "Substantially concentric" preferably means that the center point of the outer radius of the upper edge of the cover element is located in a plane orthogonal to the bearing axis at a distance of less than 5 mm, preferably less than 3 mm, and particularly preferably less than 2 mm. Preferably, the center point of the outer radius of the upper edge of the cover element is located on the bearing axis. An "upper edge of the cover element" having an outer radius is understood to be an upper edge on an inner surface, i.e., an edge between the side surface facing the other cover element and a top surface, which preferably forms an armrest surface.This allows the bearing axis for supporting one cover element to be arranged particularly advantageously in the area below the other cover element.

[0016] Furthermore, it is proposed that the bearing axes for supporting the two cover elements run parallel to each other. This allows the two cover elements to be supported in a particularly advantageous way relative to each other.

[0017] It is further proposed that the bearing unit for the pivotable mounting of a cover element comprises at least one bearing shaft and at least one pivot arm pivotably mounted on the bearing shaft and connected to the cover element. A "bearing shaft" is preferably understood to be a bearing element that is rotatably, and in particular slidably, mounted in at least one bearing receptacle and / or on which another bearing element is rotatably, and in particular slidably, mounted. A "pivot arm" is preferably understood to be an element that is pivotably mounted on another bearing element, in particular the bearing shaft, via a bearing receptacle. A pivotable element, such as a cover element, is preferably mounted on the pivot arm. This allows for a particularly advantageous design of the bearing unit.

[0018] Furthermore, it is proposed that the bearing unit comprises at least one bearing block to which the bearing shaft is connected. A "bearing block" is preferably understood to be a raised section, for example, a rib, with a bearing receptacle, i.e., a round hole for supporting a bearing element, such as, in particular, a bearing shaft. A bearing shaft can preferably be mounted to the bearing block in a sliding manner or, for example, by means of a fit, be fixed to it, particularly in the bearing receptacle of the bearing block. Preferably, the bearing unit for supporting a bearing shaft comprises two bearing blocks, wherein the bearing shaft is supported with two bearing areas in the respective bearing receptacle of a bearing block, preferably slidingly. Preferably, the bearing shaft is secured to the bearing blocks in a mounted position by at least one spring ring arranged on its circumference.The spring ring is preferably fixed in position within a circumferential groove of the bearing shaft and supports the bearing shaft against a bearing block in the direction of the bearing axis. The bearing shaft is secured against axial displacement in one bearing axis direction by at least one spring ring. It is also conceivable that the bearing shaft is secured to the bearing blocks of the bearing unit by two spring rings. This allows for a particularly simple design of the bearing unit, especially for easy assembly.

[0019] Furthermore, it is proposed that the swivel arm have an essentially L-shaped basic form. An "L-shaped basic form" is preferably understood to mean a form with two sections that are oriented approximately in the shape of an L relative to each other. This allows the swivel arm to be designed particularly advantageously for supporting the cover element.

[0020] It is further proposed that the swivel arm has a first section, which forms a bearing receptacle for coupling with the bearing shaft, and a second section, which forms a connection area for connecting to a cover element, wherein the sections enclose an angle α between 70 degrees and 110 degrees. A "bearing receptacle" is preferably understood to be a round hole, in particular a through hole, the outer surface of which forms a bearing surface via which a bearing element, in particular the swivel arm, can preferably be slidably mounted on a shaft, in particular the bearing shaft. In principle, it would also be conceivable that a bearing element, in particular the swivel arm, is fixedly mounted on the bearing shaft via the bearing receptacle by means of a fit.

[0021] A "connection area" is preferably understood to be an area that has at least one connecting element for mounting an element pivotably mounted by means of the swivel arm, such as, in particular, the cover element. Preferably, a connecting element of the connection area for connecting an element, in particular the cover element, can be designed as a through-hole through which the cover element can be mounted to the swivel arm by means of a screw connection. In principle, it is also conceivable that the connection area has other connecting elements, such as, in particular, deflectable hook elements, which are provided for the positive locking connection of a cover element.

[0022] The angle α is preferably between 75 and 105 degrees, more preferably between 80 and 100 degrees, and most preferably between 85 and 95 degrees. In a particularly advantageous embodiment of the swivel arm, the angle α is 90 degrees. This allows the swivel arm to be designed particularly advantageously for supporting a cover element.

[0023] Furthermore, it is proposed that the pivot arm have a bulge at one end of the second subsection facing the first subsection, directed away from the bearing receptacle. This allows the pivot arm to be designed particularly advantageously and prevents a collision of the pivot arm with the other cover element when the cover element it supports pivots.

[0024] It is further proposed that the bearing unit have at least one spring element, which is functionally arranged between the pivot arm and the bearing shaft of the bearing unit, and which is designed to exert a spring force on the cover element, acting in the direction of its open position. A "spring element" is preferably understood to be an element designed to generate a spring force, in particular by elastic deformation. A "spring element" is understood to be a mechanical spring. Preferably, the spring element is designed as a coil spring. In principle, it would also be conceivable for the spring element to be designed as another type of compression or tension spring.The spring element is preferably designed as a coil spring, which is arranged at least partially around the bearing shaft and is supported at one end by a bearing block of the bearing unit and at the opposite end by the pivot arm of the bearing unit. The spring element is clamped between a bearing block of the bearing unit and the pivot arm of the bearing unit. This advantageously supports the opening of the cover element and / or enables automatic opening of the cover element, thereby increasing passenger comfort in particular.

[0025] Furthermore, it is proposed that the cover element be designed to be automatically moved into an open position by spring force through the extending or retracting functional unit. An "extending functional unit" is preferably understood to be a functional unit that is moved from its stowed position to an open position. A "retracting functional unit" is understood to be a functional unit that is currently being moved from a working position towards its stowed position. This allows for a particularly high level of passenger comfort, as the passenger does not have to manually open the cover element to stow the functional unit or move it into a working position.

[0026] It is further proposed that the bearing unit for supporting a cover element preferably comprises two bearing shafts and two pivot arms connected to the cover element. The two bearing shafts and pivot arms preferably each form a bearing point, via which the cover element is jointly supported. The bearing points are arranged longitudinally spaced apart from one another. One bearing point is preferably located at a front end region of the cover element, and the other bearing point at a rear end region of the cover element. The two bearing shafts for supporting a cover element are arranged coaxially with each other and together form the bearing axis for supporting the cover element. Each of the two bearing points has two bearing blocks for supporting the bearing shafts. The two bearing points, i.e., their bearing shafts, bearing blocks, and pivot arms, are preferably identical.This allows the cover element to be mounted in a particularly good and stable way so that it can swivel.

[0027] Furthermore, it is proposed that the locking module comprises at least one mounting base plate, which has at least one bearing block, preferably two bearing blocks, for connecting the at least one bearing shaft for supporting a cover element. A "mounting base plate" is preferably understood to be a substantially flat plate provided for attaching the locking module. Preferably, the entire locking module is connected to the mounting plate. The mounting plate allows the entire locking module to be mounted together on the aircraft seat row, particularly on the console unit. This makes mounting the locking module on the aircraft seat row particularly easy.

[0028] It is further proposed that the locking module has at least one magnetic element for each cover element, which is designed to secure the cover element in a closed position. The cover elements each preferably have a magnetic, preferably a ferromagnetic, element, such as a metal plate, which is designed to interact magnetically with the at least one magnetic element. This allows the cover element to be advantageously held in its closed position, particularly against the spring force of the spring element. It is also proposed that the at least one magnetic element can be mounted in different height positions.The term "different height positions" refers specifically to different positions with varying heights relative to a unit on which the magnetic elements are mounted, particularly relative to the console unit. For example, the magnetic elements could be mounted at different heights by using shims of varying sizes. Preferably, the magnetic elements are attached via a mounting base that has an inclined mounting surface and is designed to be attached to an inclined mounting surface of the console unit. This allows the magnetic elements to be mounted at different heights by varying the positioning of the inclined mounting surfaces relative to each other. This advantageously compensates for manufacturing tolerances.

[0029] It is further proposed that the cover elements be designed as comfort elements for armrests. Preferably, the cover element consists of a base plate and a cushioning element applied to the base plate. The cushioning element preferably forms the armrest surface. The cushioning element is designed as an elastic element. The cushioning element may preferably have a cover. The cushioning element can be made of foam or a plastic component, such as a silicone element. The cushioning element is preferably firmly connected to the base plate of the cover element. For example, the cushioning element could be glued to the base plate. This allows the cover element to be designed particularly advantageously as an armrest.

[0030] Furthermore, it is proposed that the cover element have a recess in a side wall and / or on an underside, designed to accommodate a bearing for the other cover element. This allows the bearing for one cover element to be advantageously positioned beneath the other.

[0031] 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, in order to fulfill a function described herein, have a different number of individual elements, components and units than the number mentioned herein.

[0032] Drawings

[0033] Further advantages will become apparent from the following description of the drawing. The drawing illustrates an embodiment of the invention. The drawing, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

[0034] They show:

[0035] Fig. 1 shows a schematic representation of an aircraft seat row with an aircraft seat device according to the invention, comprising two aircraft seats arranged side by side, a console area arranged between the aircraft seats with a storage space, and a locking module.

[0036] Fig. 2 shows a schematic view of a console unit forming the console area, with a functional unit designed as a table in a usage position and a cover element of the locking module in an open position.

[0037] Fig. 3 shows another schematic view of the console unit from above with the functional unit designed as a table in the operating position and the corresponding cover element in the open position,

[0038] Fig. 4 shows another schematic view of the console unit from above with the functional unit designed as a table in an intermediate position and the corresponding cover element in its open position.

[0039] Fig. 5 shows a schematic representation of a bearing unit of the locking module with its bearing axes for supporting the two cover elements, which are indicated. Fig. 6 shows a schematic representation of the bearing unit, wherein two pivotable pivot arms are arranged for supporting a cover element in an open position.

[0040] Fig. 7 shows a schematic detail view of a part of the bearing unit with two bearing points for supporting the two cover elements, with spring elements arranged between the pivot arms and a bearing shaft, wherein the pivot arms are arranged in a closed position.

[0041] Fig. 8 shows a schematic representation of the locking module from the side with one of the cover elements in an open position,

[0042] Fig. 9 shows a schematic representation of the locking module from the front, with one of the cover elements in an open position, and

[0043] Fig. 10 shows a schematic representation of a section of the console unit, with one of the cover elements of the locking module in an open position, with a magnetic element and a correspondingly designed magnetic element for securing the cover element in a closed position.

[0044] Description of the exemplary embodiment

[0045] Figures 1 to 10 show an aircraft seating arrangement according to the invention. The aircraft seating arrangement is part of an aircraft seating row 10. The aircraft seating row 10 has at least two aircraft seats 12, 14 arranged side by side. In principle, it would also be conceivable that the aircraft seating row 10, of which the aircraft seating arrangement is a part, has more than two aircraft seats 12, 14 arranged side by side, for example, three or four aircraft seats 12, 14 arranged side by side. The two aircraft seats 12, 14 are arranged directly next to each other. The aircraft seats 12, 14 are preferably mounted on a cabin floor via a common mounting unit. The aircraft seats 12, 14 each have a seat base and a pivoting backrest. A console area 16 is arranged between the two aircraft seats 12, 14. The console area 16 is arranged in a transverse direction between the two aircraft seats 12, 14.Console area 16 adjoins the seating areas formed by aircraft seats 12 and 14 on each side. The aircraft seating assembly includes a console unit 18. The console unit 18 forms a console for aircraft seat row 10 located within console area 16. The console unit 18 is rigidly connected to the support unit of aircraft seat row 10. The console unit 18 has side walls, each facing one of the aircraft seats 12 and 14, which separate the console from the aircraft seats 12 and 14. The console unit 18 preferably has a front wall that closes off the console at the front. The console unit 18 preferably has a rear wall that closes off the console at the rear.

[0046] Console area 16 forms a storage compartment 20. The storage compartment 20 within console area 16 is bounded by console unit 18. The storage compartment 20 is located within the interior of console unit 18. The storage compartment 20 is bounded by console unit 18. The storage compartment 20 is preferably bounded by the side walls, front wall, and rear wall of console unit 18. The storage compartment 20 is designed to stow a functional unit 22, 24 of an aircraft seat 12, 14. The storage compartment 20 is designed to stow a functional unit 22 of one aircraft seat 12 and a functional unit 24 of the other aircraft seat 14. The storage compartment 20 preferably has a first sub-compartment 26, which is designed to accommodate the first functional unit 22. Storage room 20 has a second sub-room 28, which is intended to accommodate the second functional unit 24.The sub-compartments 26 and 28 are preferably arranged directly adjacent to one another. Preferably, the sub-compartments 26 and 28 are designed to be separate from each other. The two sub-compartments 26 and 28 of the storage compartment 20 can preferably be partially separated by a partition wall of the console unit 18, which is arranged in the storage compartment 20.

[0047] The aircraft seating system comprises one functional unit 22, 24 for each aircraft seat 12, 14. The first functional unit 22 is assigned to the first aircraft seat 12. The second functional unit 24 is assigned to the second aircraft seat 14. The functional units 22, 24 are designed as a table device. It would also be conceivable for the functional units 22, 24 to be designed as a tablet holder or a screen. The functional units 22, 24 each have a bearing unit by means of which the functional units 22, 24 are pivotably mounted between a stowed position and a working position. The functional units 22, 24 are adjustably connected to the console unit 18 via their bearing units. The bearing units of the functional units 22, 24 are preferably connected to the console unit 18 in the storage compartment 20.By means of the bearing units, the functional units 22, 24 can each be pivoted between a stowage position located in the storage space 20, in particular in the corresponding sub-space 26, 28, and a working position located in or in front of a seating area of ​​the corresponding aircraft seat 12, 14. In the stowage position, the functional units 22, 24 are completely located in the storage space 20, in particular in the corresponding sub-space 26, 28 of the storage space. In the working position, the functional units 22, 24 are located outside the storage space 20, except for one bearing arm of the bearing unit. The functional units 22, 24 are pivoted and / or linearly moved between their stowage position and their working position by their bearing units. Preferably, the functional units 22, 24 each have an intermediate position. Figure 4 shows one of the functional units 22 in its intermediate position.In the intermediate position, one end of the functional unit 22 protrudes partially from the storage compartment 20. The intermediate position of the functional unit is preferably designed as a removal position, from which the functional unit can be removed by a passenger and adjusted into the operating position. The functional unit 22 has a handle element 122. The handle element 122 is designed as a lever handle. The handle element 122 is preferably arranged on the underside of the functional unit 22, which is designed as a table device. The handle element 122 is rigidly connected to the functional unit 22. The handle element 122 is designed so that a person, in particular a passenger, can manually grasp and adjust the functional unit 22. The handle element 122 is specifically designed so that a passenger can move the functional unit 22 from the intermediate position into the operating position.The handle element 122 is arranged at one end of the functional unit 22, which protrudes from the storage compartment 20 in the intermediate position. As can be seen in Figure 4, the handle element 122 protrudes from the storage compartment 20 in the intermediate position and can therefore be easily grasped, especially by a passenger. The storage compartment 20 has an access opening 30 that opens upwards. The access opening 30 is designed as an opening at an upper end of the console unit 18. The storage compartment 20 is accessible from the outside through the access opening 30. The access opening 30 opens the storage compartment 20 to the outside. Through the access opening 30, the functional units 22, 24 can be moved between the stowed position located in the storage compartment 20 and a working position located outside the storage compartment 20.The access opening 30 has a first sub-section 32, which is assigned to the first sub-compartment 26 of the storage compartment 20. The first sub-section 32 of the access opening 30 is located directly above the first sub-compartment 26 of the storage compartment 20. The first sub-compartment 26 of the storage compartment 20 is accessible through the first sub-section 32 of the access opening 30. The first functional unit 24, which faces the first aircraft seat 12, can be moved between the stowed position located in sub-compartment 26 and the operating position through the first sub-section 32 of the access opening 30. The access opening 30 has a second sub-section 34, which is assigned to the second sub-compartment 28 of the storage compartment 20. The second sub-section 34 of the access opening 30 is located directly above the second sub-compartment 28 of the storage compartment 20. The second sub-area 34 of the access opening 30 provides access to the second sub-room 28 of the storage room 20.Through the second subsection 34 of the access opening 30, the second functional unit 24, which is directed towards the second aircraft seat 14, can be moved between the stowage position arranged in the subsection 28 and the operating position.

[0048] The aircraft seat assembly has a locking module 36. The access opening 30 can be closed by means of the locking module 36. The compartments 26, 28 of the storage space 20 can be selectively closed or opened separately by means of the locking module 36. Preferably, the entire access opening 30, i.e., both compartments 32, 34 of the access opening 30, can be closed simultaneously by means of the locking module 36. Preferably, one of the compartments 32, 34 of the access opening 30 can be selectively opened by means of the locking module 36. Preferably, a compartment 26, 28 of the storage space 20 can be selectively accessed via the corresponding open compartment 32, 34 of the access opening 30 by means of the locking module 36. The locking module 36 has two separately pivotable cover elements 38, 40. The two cover elements 38, 40 are each intended to close or open a partial area 32, 34 of the access opening 30.The first cover element 38 is assigned to the first sub-area 32 of the access opening 30. The first cover element 38 is designed to close or open the first sub-area 32 of the access opening 30 and thus the first sub-space 26 of the storage room 20. The second cover element 40 is assigned to the second sub-area 34 of the access opening 30. The second cover element 40 is designed to close or open the second sub-area 34 of the access opening 30 and thus the second sub-space 28 of the storage room 20. The cover elements 38 and 40 are each hinged between a closed and an open position. In the closed position, the respective cover element 38 or 40 closes the corresponding sub-area 32 or 34 of the access opening 30 and thus the corresponding sub-space 26 or 28 of the storage room 20.In the closed position, the cover elements 38, 40 are preferably aligned in a substantially horizontal orientation. In the open position, the respective cover element 38, 40 exposes the corresponding partial area 32, 34 of the access opening 30 and thus the corresponding partial space 26, 28 of the storage space 20. In the open position, the respective cover element 38, 40 is pivoted relative to the closed position by more than 70 degrees, preferably more than 80 degrees, and particularly preferably more than 90 degrees.

[0049] The locking module 36 has a bearing unit 42 for pivoting the cover elements 38, 40. The bearing unit 42 is designed for the separate mounting of the two cover elements 38, 40. The bearing unit 42 forms a bearing axis 44, 46 for each cover element 38, 40. The bearing axis 44, 46 is defined as an imaginary axis of rotation about which the respective cover element 38, 40 is pivoted. The first bearing axis 44 is assigned to the first cover element 38. The first cover element 38 is pivotable about the first bearing axis 44. The first cover element 38 is pivotable about the first bearing axis 44 between its closed and open positions. The second bearing axis 46 is assigned to the second cover element 40. The second cover element 40 is pivotable about the first bearing axis 46. The second cover element 40 can be pivoted about the second bearing axis 46 between its closed position and its open position.The bearing axes 44, 46 for the bearing of the two cover elements 38, 40 run parallel to each other.

[0050] The bearing axis 44, 46 for pivotally mounting one cover element 38, 40 is arranged in the area of ​​the other cover element 38, 40, in particular directly below the other cover element 38, 40. The first bearing axis 44 for pivotally mounting the first cover element 38 is arranged in an area of ​​the second cover element 40, in particular directly below the second cover element 40. The second bearing axis 46 for pivotally mounting the second cover element 40 is arranged in an area of ​​the first cover element 38, in particular directly below the first cover element 38. The bearing axis 44, 46 for pivotally mounting one cover element 38, 40 is preferably spaced between 3 and 10 mm from a side surface of the other cover element 38, 40.The bearing axis 44, 46 for pivoting the one cover element 38, 40 is arranged essentially concentrically to an outer radius of an upper edge 48, 50 of the other cover element 38, 40 facing the cover element 38, 40 to be pivoted.

[0051] The bearing unit 42 has two bearing shafts 52, 54, 56, 58 for each of the following: for supporting a cover element 38, 40. It would also be conceivable for the bearing unit 42 to have only one bearing shaft 52, 56 for each of the following: for pivoting a cover element 38, 40, the bearing unit 42 has two pivot arms 60, 62, 64, 66, each mounted on one of the bearing shafts 52, 54, 56, 58 and connected to the respective cover element 38, 40. Again, it would be conceivable for the bearing unit 42 to have only one pivot arm 60, 62 for each of the following: The bearing unit 42 has two bearing blocks 68, 70, 72, 74 for connecting each bearing shaft 52, 54, 56, 58. The bearing blocks 68, 70, 72, 74 are provided for connecting the bearing shafts 52, 54, 56, 58 to the console side. The bearing shafts 52, 54, 56, 58 are connected to the console unit 18 via the bearing blocks 68, 70, 72, 74.Preferably, the bearing shafts 52, 54, 56, 58 are rotatably mounted on the console unit 18 via the bearing blocks 68, 70, 72, 74. For clarity, only four bearing blocks 68, 70, 72, 74 for supporting the two bearing shafts 52, 56 are shown with reference numerals in the drawings. The bearing blocks 68, 70, 72, 74 are each designed as raised sections with a bearing receptacle. The bearing receptacles of the bearing blocks 68, 70, 72, 74 are each designed as through holes. It would also be conceivable, in principle, for at least some of the bearing receptacles of the bearing blocks 68, 70, 72, 74 to be designed as blind holes. The bearing shafts 52, 54, 56, 58 are each received in the bearing receptacles of the corresponding bearing blocks 68, 70, 72, 74. Preferably, the bearing shafts 52, 54, 56, 58 are each supported by a clearance fit in the bearing receptacles of the corresponding bearing blocks 68, 70, 72, 74.The bearing shafts 52, 54, 56, 58 are preferably rotatably mounted in the bearing receptacles of the bearing blocks 68, 70, 72, 74. Alternatively, the bearing shafts 52, 54, 56, 58 could be rotatably mounted in the bearing receptacles of the bearing blocks 68, 70, 72, 74 via a fit. The bearing shafts are each axially secured in the bearing receptacles of the bearing blocks 68, 70, 72, 74 by at least one spring ring. Two bearing blocks 68, 70, 72, 74, one bearing shaft 52, 54, 56, 58, and a pivot arm 60, 62, 64 each form a bearing point for a cover element 38, 40. Each of the cover elements 38, 40 is pivotally mounted via two bearing points. In principle, a pivotable bearing of a cover element 38, 40 via only one bearing point would also be conceivable.

[0052] The two bearing shafts 52, 54 and the two pivot arms 60, 62 are provided for the pivotable mounting of the first cover element 38. The two bearing shafts 52, 54 for mounting the first cover element 38 are connected to the console unit 18 via the bearing blocks 68, 70. The first cover element 38 is fixedly connected to the two pivot arms 60, 62. The two bearing shafts 56, 58 and the two pivot arms 64, 66 are provided for the pivotable mounting of the second cover element 40. The two bearing shafts 56, 58 for mounting the second cover element 40 are connected to the console unit 18 via the bearing blocks 72, 74. The second cover element 40 is fixedly connected to the two pivot arms 64, 66.

[0053] The two bearing shafts 52, 54 are arranged coaxially to each other for supporting the first cover element 38. For supporting the first cover element 38, the two bearing shafts 52, 54 form the first bearing axis 44 for pivoting the first cover element 40. The two bearing shafts 52, 54 for supporting the first cover element 38 are arranged in a region of the second cover element 40, in particular directly below the second cover element 40. The bearing blocks 68, 70 for receiving the two bearing shafts 52, 54 for pivoting the first cover element 38 are located within the first cover element 40.

[0054] The cover element 38 is arranged directly below the second cover element 40.

[0055] The two bearing shafts 56, 58 are arranged coaxially to support the second cover element 40. The two bearing shafts 56, 58 form the second bearing axis 46 for the pivotable support of the second cover element 40. The two bearing shafts 56, 58 for supporting the second cover element 40 are located in a region of the first cover element 38, in particular directly below the first cover element 38. The bearing blocks 72, 74 for receiving the two bearing shafts 56, 58 for the pivotable support of the second cover element 40 are located directly below the first cover element 38.

[0056] The pivot arms 60, 62, 64, 66 of the bearing unit 42 are preferably identical. The following description refers to each pivot arm 60, 62, 64, 66 individually, but refers to all pivot arms 60, 62, 64, 66. The pivot arm 60, 62, 64, 66 has an L-shaped basic form. The pivot arm 60, 62, 64, 66 has a first section 76, which is provided for connection to the corresponding bearing shaft 52, 54, 56, 58. The first section 76 has a bearing receptacle 78 for coupling with the corresponding bearing shaft 52, 54, 56, 58. The bearing receptacle 78 is arranged at one end of the pivot arm 60, 62, 64, 66 at the first end of the first section 76. The swivel arm 60, 62, 64, 66 is preferably mounted on the corresponding bearing shaft 52, 54, 56, 58 by means of a clearance fit via the bearing receptacle 78. In principle, a rotationally fixed mounting of the swivel arm 60, 62, 64, 66 on the bearing shaft 52, 54, 56, 58 would also be conceivable.The swivel arm 60, 62, 64, 66 has a second section 80. The second section 80 is provided for connecting the corresponding cover element 38, 40. The second section 80 is arranged on the side of the first section 76 facing away from the bearing receptacle 78. The second section 80 has a connection area 82, which is provided for connecting the corresponding cover element 38, 40. The connection area 82 has two connecting elements 84 designed as through holes, via which the corresponding cover element 38, 40 can be mounted to the swivel arm 60, 62, 64, 66 by means of a screw connection. In principle, other connecting elements, such as force-fit and / or positive-locking elements for connecting the swivel arm 60, 62, 64, 66 to the corresponding cover element 38, 40, are also conceivable.

[0057] Sections 76 and 80 of the swivel arm 60, 62, 64, 66 are arranged at an angle to each other. Sections 76 and 80 of the swivel arm 60, 62, 64, 66 form an angle α with each other. The first section 76 and the second section 80 of the swivel arm 60, 62, 64, 66 form an angle α between 70 degrees and 110 degrees. For example, the angle α formed by the first section 76 and the second section 80 of the swivel arm 60, 62, 64, 66 is 90 degrees. The swivel arm 60, 62, 64, 66 has a bulge 86 at one end of the second section 80 facing the first section 76. The bulge 86 is directed away from the bearing mount 78 of the swivel arm 60, 62, 64, 66.The bulge 86 allows the pivot arm 60, 62, 64, 66 to be advantageously designed such that, in an open position of the cover element 38, 40 pivoted with the pivot arm 60, 62, 64, 66, the pivot arm 60, 62, 64, 66 does not collide with the other cover element 38, 40. The bulge 86 is preferably formed corresponding to the outer contour of an inner surface of the cover element 38, 40.

[0058] The bearing unit 42 has at least one spring element 88, 90, 92, 94 at each pivotally mounted cover element 38, 40. Preferably, the bearing unit 42 has one spring element 88, 90, 92, 94 at each bearing point. The bearing unit 42 has one spring element 88, 90, 92, 94 at each pivot arm 60, 62, 64, 66 mounted on a bearing shaft 52, 54, 56, 58. The bearing unit 42 has four spring elements 88, 90, 92, 94. In the following, only one of the spring elements 88, 90, 92, 94 will be described in more detail, with all spring elements 88, 90, 92, 94 being configured accordingly. The spring element 88, 90, 92, 94 is functionally arranged between the pivot arm 60, 62, 64, 66 and the bearing shaft 52, 54, 56, 58 of the bearing unit 42. The spring element 88, 90, 92, 94 is designed to exert a spring force on the corresponding pivotably mounted cover element 38, 40, acting in the direction of its open position.The spring element 88, 90, 92, 94, by means of its spring force, pushes the corresponding cover element 38, 40 into an open position. The spring element 88, 90, 92, 94 is designed as a compression spring. The spring element 88, 90, 92, 94 is designed as a coil spring. The coil spring element 88, 90, 92, 94 is at least partially wound around the corresponding bearing shaft 52, 54, 56, 58. The coil spring element 88, 90, 92, 94 is supported at one end by the corresponding bearing block 68, 70, 72, 74. At a second end, the coil spring element 88, 90, 92, 94 is supported by the corresponding pivot arm 60, 62, 64, 66.

[0059] The locking module 36 has a mounting base plate 96. The mounting base plate 96 is provided for connecting the locking module 36 to the aircraft seat row 10. Preferably, a substantial part of the locking module 36 is arranged on the mounting base plate 96. Preferably, the locking module 36 can be at least partially pre-assembled on the mounting base plate 96. The mounting base plate 96 is provided for mounting on the console unit 18. The mounting base plate 96 is designed to be mounted at an upper end of the console unit 18. The mounting base plate 96 has mounting holes 98 through which the mounting base plate 96 can be mounted to the console unit 18 by means of screw connections. The mounting base plate 96 is designed as a flat plate in the western part. In a mounted state, the underside of the mounting base plate 96 rests on the console unit 18.The bearing points of the bearing unit 42 are arranged on a top surface 100 of the mounting base plate 96. The bearing shafts 52, 54, 56, 58 of the bearing unit 42 are connected to the top surface 100 for supporting the cover elements 38, 40. The bearing blocks 68, 70, 72, 74 for connecting the bearing shafts 52, 54, 56, 58 are fixedly connected to the top surface 100 of the mounting base plate 96. The mounting base plate 96 has the bearing blocks 68, 70, 72, 74 for connecting the bearing shafts 52, 54, 56, 58 for supporting the corresponding cover element 38, 40. Preferably, the bearing blocks 68, 70, 72, 74 are formed integrally with the mounting base plate 96.

[0060] The locking module 36 has a magnetic element 102 for each cover element 38, 40, which is provided for securing the cover element 38, 40 in the closed position. The magnetic element 102 is preferably mounted in an upper surface of the console unit 18. Preferably, the magnetic element 102 can be attached to the upper surface of the console unit 18 at different height positions. The cover elements 38, 40 each have a corresponding magnetic element 104, which is designed to be magnetically coupled to the corresponding magnetic element 102 in order to hold the cover element 38, 40 in the closed position. The corresponding magnetic element 104 is preferably designed as a ferromagnetic element, for example, a metal plate.The magnetic element 102 and the corresponding magnetic element 104 are designed to hold the respective cover element 38, 40 in the closed position up to a predefined opening force. In a closed position of the cover element 38, 40, the magnetic element 102 is arranged overlapping the corresponding magnetic element 104. It would also be conceivable, in principle, for the magnetic element 102 to be connected to the corresponding cover element 38, 40 and the corresponding magnetic element 104 to the console unit 18.

[0061] The cover elements 38, 40 are designed as comfort elements for armrests. Each cover element 38, 40 forms part of an armrest 106, 108 for the corresponding adjacent aircraft seat 12, 14. The cover elements 38, 40 form at least part of an armrest surface 110, 112 of the armrest 106, 108 of the corresponding aircraft seat 12, 14. Each cover element 38, 40 preferably has a base plate. The base plate of the cover elements 38, 40 is preferably made of a rigid material, for example, a plastic or a fiber-reinforced composite. Furthermore, the cover plate has a comfort element arranged on the upper surface of the base plate. The comfort element is preferably formed by an elastic element, such as a foam or silicone element, or a foam element covered with a covering, for example, leather.The comfort element forms the armrest surface 110, 112 of the cover element 38, 40. The comfort element is firmly attached to the upper surface of the base plate of the cover element 38, 40. On its underside, the base plate of the cover element 38, 40 preferably has two attachment areas for connecting the corresponding swivel arms 60, 62, 64, 66. The attachment areas on the underside of the base plate of the cover element 38, 40 preferably have at least one threaded hole through which the corresponding swivel arm 60, 62, 64, 66 can be attached by means of a screw connection.

[0062] The cover element 38, 40 has two recesses 114, 116 in its side wall and on an underside. The recesses 114, 116 are designed to accommodate at least partial bearings of the other cover element 38, 40, in particular the corresponding bearing blocks 68, 70, 72, 74, the bearing shafts 52, 54, 56, 58, and the pivot arms 60, 62, 64, 66. Preferably, the recess 114 on an underside of the cover element 38, 40 extends over a large part of the underside and encompasses the front and rear bearing points of the bearing unit 42. The recess 116 in a side wall of the cover element 38, 40 preferably extends only in the area of ​​the pivot arms 60, 62, 64, 66.On a side facing the corresponding aircraft seat 12, 14, the cover elements 38, 40 each have a recess 118 through which, in a working position of the corresponding functional unit 22, 24, a bearing arm of the functional unit 22, 24 is guided outwards from the storage space 20. This allows the cover element 38, 40 to be advantageously brought into its closed position when the corresponding functional unit 22, 24 is in a working position. In principle, it would also be conceivable for the recess 118 to be provided at a corresponding location in the side wall of the console unit 18.

[0063] The locking module 36 has a slide rail 120 for each section 32, 34 of the access opening 30. The slide rail 120 is attached to the side of the mounting base plate 96 facing the respective section 32, 34 of the access opening 30. The slide rails 120 are designed so that the functional unit 22, 24 can slide along the slide rail 120 when being moved into or out of the stowed position. This advantageously prevents damage to the corresponding functional unit 22, 24, in particular scratching during adjustment.

[0064] The cover element 38, 40 is designed to be automatically moved into an open position by the spring force of the spring element 88, 90, 92, 94 by the corresponding extending or retracting functional unit 22, 24. When the functional unit 22, 24 is moved from a stowed position, it can, for example, be moved by the bearing unit from the stowed position to the operating position after actuation by a passenger. After actuation, the functional unit 22, 24 moves automatically to its intermediate position (see Figure 4). Before reaching its intermediate position, the functional unit 22, 24 contacts the corresponding cover element 38, 40 from below. As a result, when the functional unit 22, 24 is moved from the stowed position to the intermediate position, a force is exerted on the cover element 38, 40 that is greater than the holding force exerted by the magnetic element 102.This separates the magnetic element 102 from the corresponding magnetic element 104, and the spring elements 88, 90, 92, 94 can then push the corresponding cover elements 38, 40 towards the open position by their spring force. The cover elements 38, 40 are thereby automatically opened by the extending functional unit 22, 24. After this automatic adjustment, the functional units 22, 24 protrude in their intermediate position through the access opening 30 from the corresponding compartment 26, 28 of the storage compartment 20. The respective handle element 122 of the functional units 22, 24 protrudes from the access opening 30 and can be grasped by the passenger, who can then move the functional units 22, 24 into the operating position using the handle element 122.

[0065] When adjusting from the operating position, the corresponding cover element 38, 40 is moved in the direction of the open position by the bearing arm of the functional unit 22, 24, which protrudes from the storage space 20 through the recess 118, thereby interrupting a locking mechanism by the magnetic element 102 and allowing the corresponding cover element 38, 40 to be automatically pivoted into the fully open position by the spring force of the spring elements 88, 90, 92, 94.

[0066] Reference sign

[0067] 10 aircraft seat row

[0068] 12 aircraft seats

[0069] 14 aircraft seats

[0070] 16 console area

[0071] 18 console units

[0072] 20 storage room

[0073] 22 Functional unit

[0074] 24 functional units

[0075] 26 sub-areas

[0076] 28 sub-areas

[0077] 30 Access opening

[0078] 32 Sub-area

[0079] 34 Sub-area

[0080] 36 Locking module

[0081] 38 Cover element

[0082] 40 Cover element

[0083] 42 storage units

[0084] 44 bearing axle

[0085] 46 bearing axle

[0086] 48 Top edge

[0087] 50 top edge

[0088] 52 Bearing shaft

[0089] 54 Bearing shaft

[0090] 56 Bearing shaft

[0091] 58 Bearing shaft

[0092] 60 Swivel arm

[0093] 62 Swivel arm

[0094] 64 Swivel arm

[0095] 66 Swivel arm Bearing block Bearing block Bearing block Bearing block first section Bearing mount second section Connection section Connecting element Bulge Spring element Spring element Spring element Spring element Mounting base plate Mounting holes Top Magnetic element Magnetic element Armrest Armrest Armrest surface Armrest surface Recess Recess Recess Slide rail Handle element

Claims

Claims 1. Aircraft seating arrangement with a console area (16) arranged between two aircraft seats (12, 14) of an aircraft seat row (10), wherein the console area (16) forms at least one storage compartment (20) for stowing at least one functional unit (22, 24), in particular a table device, wherein the storage compartment (20) has at least one upwardly open access opening (30), with a locking module (36) by means of which the access opening (30) can be closed, and for this purpose has two separately pivotable cover elements (38, 40), each of which is provided to close a partial area (32, 34) of the access opening (30) in a closed position, wherein the locking module (36) has a bearing unit (42) for pivotally mounting the cover elements (38, 40), the bearing unit having a bearing axis for each cover element (38, 40). (44, 46) forms, characterized in that the bearing axis (44,46) for pivoting the mounting of a cover element (38, 40) in the area of ​​the other cover element (38, 40), in particular directly below the other cover element (38, 40).

2. Aircraft seat device according to claim 1, characterized in that the bearing axis (44, 46) for pivoting a cover element (38, 40) is arranged substantially concentrically to an outer radius of an upper edge (48, 50) of the other cover element (38, 40) facing the cover element (38, 40) to be pivoted.

3. Aircraft seat device according to claim 1 or 2, characterized in that the bearing axes (44, 46) for supporting the two cover elements (38, 40) run parallel to each other.

4. Aircraft seat device according to one of the preceding claims, characterized in that the bearing unit (42) for pivotally mounting a cover element (38, 40) has at least one bearing shaft (52, 54, 56, 58) and at least one pivoting arm (60, 62, 64, 66) pivotally mounted on the bearing shaft (52, 54, 56, 58) and connected to the cover element (38, 40).

5. Aircraft seat device according to claim 4, characterized in that the swivel arm (60, 62, 64, 66) has an L-shaped basic form.

6. Aircraft seat device according to claim 4 or 5, characterized in that the swivel arm (60, 62, 64, 66) has a first sub-section (76) which forms a bearing receptacle (78) for coupling with the bearing shaft (52, 54, 56, 58), and a second sub-section (80) which forms a connection section (82) for connection to a cover element (38, 40), wherein the sub-sections (76, 80) enclose an angle α with each other which is between 70 degrees and 110 degrees.

7. Aircraft seat device according to claim 6, characterized in that the swivel arm (60, 62, 64, 66) has a bulge (86) at an end of the second part (80) facing the first part (76), which is directed away from the bearing receptacle (78).

8. Aircraft seat device according to one of the preceding claims, characterized in that the bearing unit (42) has at least one spring element (88, 90, 92, 94) which is functionally arranged between the pivot arm (60, 62, 64, 66) and the bearing shaft (52, 54, 56, 58) of the bearing unit (42), and is provided to exert a spring force on the cover element (38, 40) which acts in the direction of its open position.

9. Aircraft seat device according to one of the preceding claims, characterized in that the cover element (38, 40) is provided to be automatically brought into an open position by means of the spring force of a spring element (88, 90, 92, 94) by the extending or retracting functional unit (22, 24).

10. Aircraft seat device according to one of the preceding claims, characterized in that the bearing unit (42) for supporting a cover element (38, 40) preferably has two bearing shafts (52, 54, 56, 58) and two pivot arms (60, 62, 64, 66) connected to the cover element (38, 40).

11. Aircraft seat device according to one of the preceding claims, characterized in that the locking module (36) has at least one mounting base plate (96) which has at least one bearing block (68, 70, 72, 74), preferably two bearing blocks (68, 70, 72, 74), for connecting the at least one bearing shaft (52, 54, 56, 58) for supporting a cover element (38, 40).

12. Aircraft seat device according to one of the preceding claims, characterized in that the locking module (36) has at least one magnetic element (102) for each cover element (38, 40) which is provided for securing the cover element (38, 40) in a closed position.

13. Aircraft seat device according to one of the preceding claims, characterized in that the magnetic elements (102) can each be mounted in different height positions.

14. Aircraft seat device according to one of the preceding claims, characterized in that the cover elements (38, 40) are designed as comfort elements for armrests.

15. Aircraft seat device according to one of the preceding claims, characterized in that the cover element (38, 40) has a recess (114, 116) in a side wall and / or on an underside, which is provided for a bearing of the other cover element (38, 40) to be arranged therein.

Images