Aircraft seat device

Abstract

The invention relates to an aircraft seat device comprising a fixed seat component (24a; 24b) and a backrest (26a; 26b) which is pivotably connected to the seat component (24a; 24b), and comprising a backrest impact protection device (34a; 34b) which, by means of partial decoupling of the backrest (26a; 26b), is provided to at least partially reduce impact forces on the backrest (26a; 26b) at least in the event of a crash and, for this purpose, has a first protection module (36a; 36b), which is arranged on a first side of the backrest (26a; 26b), and a second protection module (38a; 38b), which is arranged on a second side of the backrest (26a; 26b) opposite the first side. According to the invention, the backrest impact protection device (34a; 34b) has a coupling unit (60a; 60b) which provides a forced coupling between the two protection modules (36a, 38a; 36b, 38b) and which is provided to decouple the other protection module (36a, 38a; 36b, 38b) when one of the protection modules (36a, 38a; 36b, 38b) is triggered.

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 seat device has already been proposed, comprising a fixed seat component and a backrest pivotably attached to the seat component, and a backrest impact protection device which, by partially decoupling the backrest, is designed to at least partially reduce impact forces on the backrest in the event of a crash, and which includes a first protection module located on a first side of the backrest and a second protection module located on a second side of the backrest opposite the first side.

[0005] In certain crash scenarios, particularly during crash tests, it can happen that under specific load conditions only one of the two safety modules is triggered, resulting in the seatback not being properly decoupled. This can lead to a passenger or crash test dummy sitting behind the aircraft seat being struck against the seatback in a crash.

[0006] The object of the invention is, in particular, to provide a generic device with improved safety characteristics by ensuring that both safety modules are decoupled in the event of a crash. 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. Advantages of the invention

[0007] The invention relates to an aircraft seat device with a fixed seat component and a backrest pivotably connected to the seat component, and with a backrest impact protection device which, by partially decoupling the backrest, is designed to at least partially reduce impact forces on the backrest in a crash situation and for this purpose comprises a first protection module arranged on a first side of the backrest and a second protection module arranged on a second side of the backrest opposite the first side.

[0008] It is proposed that the backrest impact protection device shall have a coupling unit which provides a forced coupling between the two safety modules and which is designed to decouple the other safety module when one of the safety modules is triggered.

[0009] The term "aircraft seat assembly" is preferably understood to mean a device that forms at least part of an aircraft seat or an entire aircraft seat. In particular, an "aircraft seat" is understood to be a seat designed to be mounted on a cabin floor in an aircraft cabin, and on which a passenger can sit during a flight. The aircraft seat assembly has at least one seat base, which forms a seating surface. The aircraft seat assembly has a backrest, which forms a backrest surface. The backrest is preferably pivotably mounted relative to the seat base. Preferably, the backrest is pivotably mounted between an upright sitting position and a comfortable position. The backrest is preferably pivotably connected to a fixed seat component.The swivel mounting allows the aircraft seat to be moved into different functional positions. A "swivel-mounted backrest" is preferably understood to mean a backrest that, during normal operation, can be swivelled between a fully upright sitting position and a comfort position adjusted backwards from the upright sitting position. The upright sitting position is designed as a TTL (Taxi, Takeoff, Landing) position of the aircraft seat, which must be set for safety reasons during certain phases of an aircraft journey.In principle, it would also be conceivable that, in an alternative design, the backrest is not pivotable relative to the stand unit between an upright sitting position and a comfort position during normal operation, i.e., it only has an upright sitting position during normal operation and can only be pivoted forward in an overload case after the backrest impact protection device has been triggered.

[0010] A "fixed seat component" is preferably understood to be a component of the aircraft seat that is fixed to a support plane, such as, in particular, a seat frame or part of a fixed structure of the aircraft seat, like a cross tube. In principle, it is also conceivable that the seat component is designed as another component that would appear sensible to a person skilled in the art, in particular as a load-bearing component of an aircraft seat.

[0011] A "backrest impact protection device" is preferably understood to be a device designed to at least partially decouple the backrest from a fixed seat component, particularly a support unit of the aircraft seat, in the event of a crash, especially due to acceleration forces acting on the backrest, in order to allow a pivoting movement, particularly forward. Preferably, the backrest impact protection device is designed to allow the backrest to pivot through a defined angle of at least 20 degrees. Preferably, the angle through which the backrest pivots forward from the upright sitting position in a trigger event can be between 10 degrees and 45 degrees.Preferably, the backrest impact protection device includes an energy absorption unit that absorbs and converts kinetic energy of the backrest, particularly at the end of a pivoting movement. Preferably, the energy absorption unit is designed to convert kinetic energy of the backrest into deformation energy. Through the pivoting of the backrest and / or the energy absorption by the energy absorption unit, the backrest impact protection device is designed to reduce impact forces. The backrest impact protection device is particularly designed to reduce impact forces compared to an upright seating position of the aircraft seat. The impact forces are preferably reduced by the altered inclination of the backrest to the impacting object, for example, a crash test dummy or a person, compared to the upright position.Furthermore, the impact forces are preferably reduced by energy absorption by the energy absorption unit.

[0012] The term "impact forces" refers to forces generated by objects, such as the body of a passenger seated in an aircraft seat or a crash test dummy, upon impact with an element, such as the seat back. The term "crash fair" refers specifically to an overload situation, i.e., an operating condition in which forces act on the aircraft seat assembly and / or the aircraft seat, of which the aircraft seat mounting is a part, that exceed the forces generated by normal loading during normal flight operations. The term "normal operating condition" refers specifically to an operating condition during normal operation of the aircraft seat assembly, particularly when installed in an aircraft and during aircraft operation.For example, a crash scenario can also be designed as a test crash scenario in which the aircraft seat device is tested, for example as part of an approval process.

[0013] A "trigger event" is understood to mean, in particular, a case in which an acceleration force acting on the backrest and a corresponding force acting on the backrest impact protection device are sufficiently large to decouple the backrest impact protection device and thus partially decouple the backrest from the seat component. The decoupling of the backrest impact protection device preferably occurs solely through the forces acting on the backrest, and thereby on the backrest impact protection device, in particular acceleration forces, for example during a crash, and especially purely mechanically.In principle, it would also be conceivable to electrically detect the acceleration of the backrest or the entire aircraft seat using an accelerometer, and to trigger the backrest impact protection device electromechanically by unlocking a locking element. A force acting towards the seat and towards the upper end of the backrest preferably triggers the device from a magnitude of 155 N. A force greater than handhold loads will also trigger the backrest impact protection device. The device is preferably triggered in a crash.

[0014] A "partial decoupling of the backrest" preferably refers to decoupling the backrest from a pivoting angle defined by a specific angle. Partial decoupling allows the backrest to pivot forward by this defined angle. With partial decoupling, the backrest remains firmly and securely connected to the support unit. A "safety module" preferably refers to a module that forms part of the backrest impact protection device. Under normal operating conditions, this module provides a rigid connection between the backrest and a fixed seat component or a cross-bracing element. In the event of a trigger, it allows the backrest to pivot forward beyond the upright sitting position.The phrase "arranged on one side of the backrest" preferably means that a safety module is attached to the backrest in a lateral area in order to transmit forces acting in that lateral area. The safety module can be attached to the backrest directly or indirectly. The safety module does not have to be located laterally to the backrest. In principle, it would also be conceivable for at least part of the backrest impact protection device to be located below the backrest, particularly below a seat base. A "coupling unit" preferably means a unit designed to couple the two safety modules of the backrest impact protection device. Preferably, the coupling unit could couple the two safety modules directly or indirectly.In principle, the coupling unit can be designed to mechanically and / or electrically couple the fuse modules. Preferably, the coupling unit is designed to mechanically couple the two fuse modules, in particular via a pull-type element. An electronic or electromechanical coupling of the two fuse modules would also be conceivable.

[0015] Preferably, each fuse module would contain an electrical sensor, for example a piezoelectric element, which outputs a sensor signal when the corresponding fuse module is triggered. The other fuse module would have a trigger element that is activated by the sensor signal from the triggered fuse module, thus triggering the other fuse module in a synchronized manner. "Forced coupling" preferably refers to the forced decoupling of a non-triggered fuse module when the other fuse module has been triggered. Preferably, the forced coupling occurs after a defined time or after a defined travel distance of the triggered fuse module, following the triggering of the triggered fuse module.The term "decoupling a safety module" preferably means that a safety module is triggered or that a force flow between the safety module and a stationary seat component is interrupted. "Provided for" is understood to mean, in particular, specially designed and / or equipped. The term "provided for an object to perform a specific function" is understood to mean, 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 ensures that the two safety modules are reliably decoupled in a crash, thus ensuring a partial decoupling of the backrest on both sides. This significantly improves the safety of the aircraft seat assembly.

[0016] It is further proposed that the coupling unit comprises at least one coupling element designed to decouple the other safety module upon the triggering of one safety module. A "coupling element" is preferably understood to be a mechanical element that decouples the other safety module by movement upon the triggering of one safety module. Preferably, the coupling element is designed as a pull element, in particular as a Bowden cable. A coupling element designed as a Bowden cable preferably has a flexible but pressure-resistant Bowden cable housing and an inner cable running within the Bowden cable housing, which is, for example, designed as a metal wire. Preferably, the coupling unit of each safety module has a separate coupling element by means of which the respective safety module can be forcibly triggered.This allows for a particularly simple design of the coupling unit. Furthermore, it is proposed that the at least one coupling element does not influence the initial tripping behavior of the first tripping fuse module. Preferably, the coupling element is designed to be actuated independently of the tripping mechanism of the tripping fuse module. The coupling element is preferably not triggered by the tripping mechanism of the tripping fuse module. The coupling element is preferably actuated by a movement of the fuse module after its tripping. The coupling element is actuated after the initial tripping of the fuse module. This allows the coupling unit to be designed particularly advantageously without affecting the tripping of the tripping fuse module.

[0017] It is further proposed that the coupling unit comprises two coupling elements, the first coupling element being designed to automatically decouple the first safety module when the second safety module is triggered, and the second coupling element being designed to automatically decouple the second safety module when the first safety module is triggered. Preferably, each of the two coupling elements is designed to decouple one of the safety modules. Preferably, each coupling element is designed to be actuated by one of the safety modules. One coupling element is preferably designed to be triggered by one of the two safety modules and to decouple the other of the two safety modules. This allows the coupling unit to be designed in a particularly simple and reliable manner.

[0018] Furthermore, it is proposed that the coupling unit comprises at least one coupling element designed to decouple the other safety module when the triggered safety module has traveled at least 3 mm. Preferably, the coupling unit is designed to trigger the other safety module when the triggered safety module has traveled a defined safety module travel distance. The safety module travel distance is preferably between 3 mm and 50 mm, and particularly preferably between 5 and 20 mm. This allows for a more conventional triggering of the safety modules, and a safety module is only forcibly decoupled if it does not trigger normally. It is further proposed that the coupling unit comprises at least one coupling element designed as a Bowden cable.This allows the coupling element, and therefore the coupling unit, to be designed in a particularly simple and cost-effective manner.

[0019] Furthermore, it is proposed that the coupling unit be designed to trigger the other fuse module when one of the fuse modules is triggered. "Triggering the other" preferably means that the coupling unit moves the fuse module from a locked position to an unlocked position. A fuse module triggered by the coupling unit exhibits the same functionality in an overload / crash situation as a self-triggering fuse module. This allows the coupling unit to particularly advantageously decouple a non-triggered fuse module, ensuring full functionality of the fuse module, especially in a crash situation.

[0020] It is further proposed that the coupling unit be designed to at least partially interrupt the force flow between the other safety module and the stationary seat component when one of the safety modules is triggered. This provides a simple alternative decoupling method for a safety module that has not been triggered.

[0021] Furthermore, it is proposed that the coupling unit includes a coupling element designed as a pull element, in particular as a Bowden cable, which has an end designed as an actuating end, intended to be deflected by an inclined plane for actuation. This allows the coupling element to be actuated particularly easily by a triggered safety module.

[0022] It is further proposed that the coupling unit has an actuation contour forming an inclined plane, designed to actuate the coupling element only after the locking module has been adjusted. This allows the coupling unit to be designed in a particularly simple manner for actuating the coupling element.

[0023] 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.

[0024] Drawings

[0025] Further advantages will become apparent from the following description of the drawings. The drawings illustrate two exemplary embodiments of the invention. The drawings, 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.

[0026] They show:

[0027] Fig. 1 A schematic representation of an aircraft seat with an aircraft seat device according to the invention, comprising a backrest and a backrest impact protection device, which has two locking modules,

[0028] Fig. 2 shows a schematic view of the backrest impact protection device, with the two safety modules and a coupling unit, via which the safety modules are forcibly coupled and triggerable together.

[0029] Fig. 3 shows a schematic detail view of the coupling unit and its attachment to a safety module.

[0030] Fig. 4 shows a detailed view of a connecting element of a safety module, which has at least one release groove for triggering by the coupling unit, and

[0031] Fig. 5 shows a schematic representation of an aircraft seat device with a backrest and a backrest impact protection device, which has two locking modules in a second embodiment.

[0032] Description of the Exemplary Embodiments Figures 1 to 4 show a first exemplary embodiment of an aircraft seating device according to the invention. The aircraft seating device is part of an aircraft seat 10a. The aircraft seat 10a is preferably designed to be mounted on a stand in an aircraft. The aircraft seat 10a is mounted in an assembled state in an aircraft cabin. For this purpose, the aircraft seat 10a has a stand 12a. By means of the stand 12a, the aircraft seat 10a is mounted on a cabin floor of the aircraft cabin. The cabin floor forms a mounting plane for the aircraft seat 10a. The aircraft seat 10a is preferably designed as part of a row of seats comprising more than one aircraft seat 10a, for example, three aircraft seats 10a. The aircraft seat 10a has a seating direction 100a. The seating direction 100a is defined as the direction in which a passenger sits on the aircraft seat 10a.The seating direction 100a, when installed in the aircraft, is preferably configured substantially parallel to a longitudinal direction of the aircraft. It is also conceivable that the seating direction 100a of the aircraft seat 10a is inclined to the longitudinal direction of the aircraft. The longitudinal direction of the aircraft is defined by a main dimension of the aircraft cabin. The longitudinal direction of the aircraft preferably corresponds substantially to a flight direction of the aircraft.

[0033] The mounting unit 12a is preferably designed as a common mounting unit for the aircraft seats Wa of the aircraft seat row. The mounting unit 12a has two seat feet 14a by means of which the aircraft seat 10a can be mounted on the cabin floor. The seat feet 14a are preferably attached to the cabin floor via mounting rails. The mounting unit 12a preferably has fitting elements (not shown in detail) by means of which the seat feet 14a can each be firmly attached to the mounting rails on the cabin floor. The mounting unit 12a preferably has two support tubes 16a, 18a. The support tubes 16a, 18a are preferably designed as transverse tubes. The support tubes 16a, 18a preferably extend over the width of the entire aircraft seat row. In principle, it would also be conceivable for the mounting unit 12a to have a different number of support tubes, for example, only one support tube or three support tubes.The support tubes 16a, 18a are connected to the seat feet 14a of the mounting unit 12a. The support tubes 16a, 18a are preferably connected to the seat feet 14a at their upper ends via bearing mounts. The support tubes 16a, 18a are designed as fixed seat components of the aircraft seating system.

[0034] The aircraft seating assembly comprises a first seat divider 20a. The first seat divider 20a forms a lateral boundary of the aircraft seat 10a. The seat divider 20a is located on a first side of the aircraft seat 10a. The aircraft seating assembly comprises a second seat divider 22a. The second seat divider 22a forms a lateral boundary of the aircraft seat 10a. The second seat divider 22a is located on a second side of the aircraft seat 10a. The seat dividers 20a and 22a form fixed seat components 24a of the aircraft seating assembly.

[0035] The aircraft seat 10a has a seat base (not shown in detail). The seat base forms the seating surface of the aircraft seat 10a. The seat base is preferably connected to the support tubes 16a, 18a of the mounting unit 12a. The seat base can preferably be movably connected to the mounting unit 12a. Alternatively, the seat base could also be connected to the seat dividers 20a, 22a of the aircraft seat assembly.

[0036] The aircraft seat assembly has a backrest 26a. The backrest 26a of the aircraft seat assembly forms a backrest surface of the aircraft seat 10a. The backrest 26a is pivotally connected to the support unit 12a. The backrest 26a can be pivoted between an upright sitting position and a comfort position. In normal operating conditions, the backrest 26a can be pivoted between the upright sitting position and the comfort position. Preferably, the backrest 26a can be locked in the upright sitting position, in the comfort position, and in any intermediate positions. The backrest 26a is pivotally connected to the fixed seat component 24a. The backrest 26a is pivotally connected to the seat dividers 20a and 22a, which are designed as fixed seat components 24a. The backrest 26a is pivotally connected to the seat dividers 20a and 22a via bearing elements 28a.

[0037] The aircraft seat assembly preferably includes a transverse stiffening element 30a. The transverse stiffening element 30a is designed to stiffen the backrest 26a in a transverse direction. The transverse stiffening element 30a is designed to transfer loads acting on one side of the backrest 26a at a lower end of the backrest 26a to the opposite side of the backrest 26a. The transverse stiffening element 30a is preferably designed to transfer actuation forces between side sections of the backrest 26a when the backrest 26a is adjusted. In addition, the transverse stiffening element 30a is designed to connect one side of the aircraft seat 10a, of which the aircraft seat assembly is a part, to the other side of the aircraft seat 10a. The transverse stiffening element 30a extends between seat dividers 20a and 22a of the aircraft seat 10a. The cross-stiffening element 30a is rotatably mounted on the seat dividers 20a, 22a.The transverse stiffening element 30a is designed to rotate when the backrest 26a moves. The transverse stiffening element 30a is designed as a torsion element. In the present embodiment, the transverse stiffening element 30a is designed as a torsion tube. The aircraft seat assembly has a spring element 32a, which is designed to lock the pivotally mounted backrest 26a in the different positions during normal operation. The spring element 32a is designed as a gas spring. In principle, it would also be conceivable for the spring element 32a to be designed as a different type of spring. Preferably, the spring element 32a would be designed as a mechlock, i.e., as a mechanical adjusting spring that can be locked in different positions. The spring element 32a is connected at a first end to the transverse stiffening element 30a via a lever element.At a second end, the spring element 32a is connected to a fixed seat component, in particular to the adjacent seat divider 20a. The pivoting backrest 26a is coupled at its lower end, in particular at its lateral lower ends, to the transverse stiffening element 30a. The lower end of the backrest 26a is arranged below a pivot axis around which the backrest 26a is mounted. It would also be conceivable that the locking mechanism for the backrest 26a in the different positions during normal operation could be designed differently, and that the aircraft seat assembly could not have a transverse stiffening element 30a. In this case, for example, a corresponding spring element 32a for locking the backrest 26a could be arranged directly between the backrest 26a and a seat divider 20a, 22a.

[0038] The aircraft seat assembly includes a backrest impact restraint device 34a. The backrest impact restraint device 34a is designed, at least in a normal operating state, to connect the backrest 26a and the cross-bracing element 30a in a locked position at a fixed distance from each other. In the normal operating state, which represents normal and proper use of the aircraft seat 10a, forces can be transmitted from the backrest 26a to the cross-bracing element 30a via the backrest impact restraint device 34a. This allows the backrest 26a to be supported by the spring element 32a in the normal operating state and thus fixed in the various positions.In the normal operating state, in which the backrest impact protection device 34a rigidly connects the backrest 26a and the cross-stiffening element 30a in the locked position, forces can be transmitted forwards, i.e. in the seating direction 100a and against the seating direction 100a.

[0039] The backrest impact protection device 34a is designed to at least partially decouple the backrest 26a in the event of a crash. The backrest impact protection device 34a has a locking position and an unlocking position. In the locking position, the backrest impact protection device 34a is locked, and the backrest 26a is rigidly coupled to the cross-bracing element 30a. In the unlocking position, the backrest 26a is partially decoupled from the cross-bracing element 30a and can be moved relative to the cross-bracing element 30a. This allows the backrest 26a to be pivoted forward beyond the upright sitting position by a certain angle in the unlocking position of the backrest impact protection device 34a.The backrest impact protection device 34a is designed, by partially decoupling the backrest 26a, to at least partially reduce impact forces on the backrest 26a in a crash. The backrest impact protection device 34a is designed to allow the backrest 26a to pivot forward beyond the upright seating position by means of decoupling.

[0040] The backrest impact protection device 34a is designed, in the event of an overload, to allow the backrest 26a to pivot forward beyond the upright seating position by a defined angle. This allows the backrest 26a to pivot forward beyond the upright seating position in the direction of seating 100a, i.e., in the direction of seating 100a, in the event of an overload, for example, in a crash. This allows the backrest 26a to tilt forward in an overload, particularly in a crash, thereby potentially moving its upper end away from a passenger seat 10a located behind the aircraft seat 10a.Furthermore, the backrest 26a can be tilted forward by means of a decoupling via the backrest impact protection device 34a, so that impact forces acting on a passenger who hits the backrest 26a are reduced compared to an upright sitting position of the backrest 26a.

[0041] A reduction in impact forces is achieved, at least in part, by temporarily decoupling the backrest 26a, pivoting its upper end forward in the direction of seating 100a. This at least partially moves the backrest out of a passenger's path of movement and tilts it forward into an upright sitting position, thus altering the angle and area of ​​impact. By tilting the backrest 26a forward from the upright position, a passenger sitting behind the aircraft seat 10a does not strike the essentially vertical backrest 26a, but rather a forward-tilted backrest 26a. It is also conceivable that, after partial decoupling, the backrest 26a is deflected forward to such an extent that a passenger does not strike it at all.The backrest impact protection device 34a is designed to shift the impact area of ​​a passenger's head on the backrest 26a downwards. The backrest impact protection device 34a shifts the impact area of ​​a passenger's head downwards by at least 3 cm. By moving the backrest 26a forwards, the impact area of ​​the passenger's head is shifted downwards, in contrast to an upright sitting position of the backrest 26a. The forward movement of the backrest 26a also delays the moment of impact, in contrast to an upright position of the backrest 26a. The backrest impact protection device 34a is designed to partially decouple the backrest 26a from the transverse stiffening element 30a in at least one operating state.Due to the partial decoupling of the backrest 26a from the cross-bracing element 30a, the backrest 26a and the cross-bracing element 30a can move relative to each other in a crash. In particular, the lower end of the backrest 26a can move relative to the cross-bracing element 30a. This partial decoupling of the backrest 26a from the cross-bracing element 30a reduces the distance between the lower end of the backrest 26a and the cross-bracing element 30a.

[0042] The backrest impact protection device 34a is designed to decouple the backrest 26a before the impact forces act upon it. This decouples the backrest 26a in a crash before a passenger sitting on an aircraft seat 10a behind the aircraft seat 10a impacts the backrest 26a and transmits the impact forces to it. As a result, the backrest 26a is partially decoupled when the passenger impacts it, i.e., when the impact forces act upon it. This allows the backrest to pivot before and / or during the passenger's impact, thereby shifting the impact area downwards and absorbing and / or advantageously deflecting some of the impact forces.

[0043] The backrest impact protection device 34a comprises a first protection module 36a. The first protection module 36a is arranged on a first side of the backrest 26a. The first protection module 36a is connected to the backrest 26a on the first side. The first protection module 36a is functionally located between the backrest 26a and the adjacent seat divider 20a on the first side. The backrest impact protection device 34a comprises a second protection module 38a. The second protection module 38a is arranged on a second side of the backrest 26a. The second protection module 38a is arranged on a side of the backrest 26a opposite the first protection module 36a. The second protection module 38a is connected to the backrest 26a on the second side. The second protection module 38a is functionally located between the backrest 26a and the adjacent seat divider 22a on the first side.

[0044] The two safety modules 36a and 38a are preferably identical. It is also conceivable that the two safety modules 36a and 38a are mirror images of each other. The two safety modules 36a and 38a are functionally identical. It is also conceivable that the two safety modules 36a and 38a are different. In particular, it is conceivable that the two safety modules 36a and 38a have different release mechanisms and / or different release forces.

[0045] Only one of the safety modules, 36a, is described in detail below. The other safety module, 38a, can be explained by referring to the following description of safety module 36a. Safety module 36a has a first coupling element 40a. The first coupling element 40a is designed for connection to the backrest 26a. The first coupling element 40a is attached to the lower end of the backrest 26a. Preferably, the first coupling element 40a is pivotably attached to a lower end of the backrest 26a. The first coupling element 40a is pivotably attached to the backrest 26a at its first end via a bearing element, preferably a bearing bolt. Preferably, the first coupling element 40a is pivotably attached to a lower end of a first side of a backrest frame. The first coupling element 40a forms a backrest-side part of the first safety module 36a.The coupling element 40a preferably comprises a first frame element 42a and a second frame element 44a. Both frame elements 42a and 44a are designed as thin plates. The frame elements 42a and 44a are designed as flat bars. The frame elements 42a and 44a are essentially identical. It would also be conceivable, in principle, for the two frame elements 42a and 44a to differ in shape. The frame elements 42a and 44a are spaced apart from each other. The two frame elements 42a and 44a create a space between them. This space is designed to accommodate components of the backrest impact protection device 34a. The frame elements 42a and 44a each have a first, rear end. With their first end, the frame elements 42a, 44a face the backrest 26a.The frame elements 42a, 44a form the first end of the coupling element 40a at their first ends. The frame elements 42a, 44a are connected to the backrest 26a at their first ends. The coupling element 40a has a bridge element 46a that connects the frame elements 42a, 44a in a partial area. The bridge element 46a preferably connects the two frame elements 42a, 44a on a top surface. Preferably, the bridge element 46a connects the two frame elements 42a, 44a in a central area of ​​the coupling element 40a. Preferably, the frame elements 42a, 44a and the bridge element 46a are formed in one piece. The frame elements 42a, 44a and the bridge element 46a, i.e., the entire coupling element 40a, are formed in one piece as a bent sheet metal part.

[0046] The locking module 36a has a second coupling element 48a. The second coupling element 48a is preferably designed as a lever element. The second coupling element 48a is provided for connection to the transverse stiffening element 30a. The second coupling element is rotationally connected to the transverse stiffening element 30a. The coupling element 48a is arranged between the two frame elements 42a, 44a of the first coupling element 40a. The second coupling element 48a extends from the transverse stiffening element 30a into a region between the frame elements 42a, 44a of the first coupling element 40a. The locking module 36a has a connecting element 50a, which is provided for connecting the first coupling element 40a and the second coupling element 48a to each other. The connecting element 50a is preferably designed as a connecting bolt. The connecting element 50a, designed as a connecting bolt, is firmly connected to a second end of the second coupling element 48a.The connecting element 50a is rigidly connected to the second coupling element 48a. The second coupling element 48a has a through-hole at its second end in which the connecting element 50a is movably, preferably axially displaceably, mounted. The connecting element 50a, designed as a connecting bolt, projects beyond the coupling element 48a on both sides. The connecting element 50a protrudes from the through-hole in the coupling element 48a on both sides.

[0047] The connecting element 50a is slidably coupled to the frame elements 42a, 44a of the locking module 36a. The frame elements 42a, 44a of the locking module 36a have a bearing area 52a. The bearing area 52a is located in the front section of the frame elements 42a, 44a. The bearing area 52a is formed by elongated holes 54a, 56a in the two frame elements 42a, 44a. The elongated holes 54a, 56a forming the bearing area have a width that essentially corresponds to the diameter of the connecting element 50a, which is designed as a connecting bolt, so that it is slidably arranged in the bearing area. A first, rear end of the elongated holes 54a, 56a forms a retaining area 58a of the coupling element 40a. The holding area 58a is designed as an area in which the connecting element 50a is arranged in a locked position of the backrest impact protection device 34a.The coupling element 40a has at least one retaining element which secures the connecting element 50a in the retaining area 58a in a normal operating state. Preferably, the elongated holes 54a, 56a have tapered sections that form the retaining element and positively lock the connecting element 50a in the retaining area 58a in a normal operating state, i.e., in a locked state. In the event of release, the tapered sections of the elongated holes 54a, 56a are designed to be plastically deformed to allow the connecting element 50a to move within the elongated holes 54a, 56a.

[0048] The safety module 36a is triggered by a force acting on the backrest 26a, in particular a forward force acting at an upper end of the backrest 26a. Due to the rotatable mounting of the backrest 26a at its lower end, to which the backrest impact safety device 34a is attached, this forward force generates a rearward force. This force pulls the coupling element 40a of the safety module 36a, which is attached to the backrest 26a, backward, i.e., against the direction of travel. If the force exceeds a trigger threshold, the tapered sections in the elongated holes 54a, 56a, which form the retaining element, are bent open, releasing the elongated holes 54a, 56a. In the event of a trigger, the retaining element releases the connecting element 50a, which can then move within the elongated holes 54a, 56a.

[0049] The backrest impact protection device 34a has a coupling unit 60a. The coupling unit 60a provides a positive coupling between the two safety modules 36a, 38a. The coupling unit 60a is designed to positively decouple one of the safety modules 36a, 38a when the other safety module 36a, 38a is triggered. In particular, the coupling unit 60a is designed to positively decouple a non-triggered safety module 36a, 38a when the other safety module 36a, 38a is triggered. Preferably, the coupling unit 60a is designed to positively decouple the non-triggered safety module 36a, 38a after a defined time or a defined adjustment path of the triggered safety module 36a, 38a.If both safety modules 36a, 38a are triggered by their normal release mechanism in an overload situation, the coupling unit 60a preferably has no effect on the function of the backrest impact protection device 34a. If both safety modules 36a, 38a are triggered automatically by their normal release mechanism in an overload situation, the coupling unit 60a has no influence on the release behavior and / or adjustment of the safety modules 36a, 38a. The coupling unit 60a is designed not to influence the initial release behavior of the safety modules 36a, 38a. The coupling unit 60a is designed not to influence the normal operation of the safety modules 36a, 38a.

[0050] The coupling unit 60a has a first coupling element 62a, which is designed for the forced decoupling of the first fuse module 36a. The first coupling element 62a is designed to decouple the first fuse module 36a when the second fuse module 38a trips. The first coupling element 62a is designed to automatically decouple the first fuse module 36a when the second fuse module 38a trips. The coupling unit 60a has a second coupling element 64a, which is designed for the forced decoupling of the second fuse module 38a. The second coupling element 64a is designed to decouple the second fuse module 38a when the first fuse module 36a trips. The second coupling element 64a is designed to automatically decouple the second safety module 38a when the first safety module 36a is triggered.For each fuse module 36a, 38a to be triggered, the coupling unit 60a has a separate coupling element 62a, 64a. In principle, it would also be conceivable that the coupling unit 60a has only one coupling element 62a, 64a, which, upon triggering of one of the two fuse modules 36a, 38a, forcibly decouples the other fuse module 36a, 38a.

[0051] The coupling elements 62a, 64a do not affect the initial tripping behavior of the fuse modules 36a, 38a. The coupling elements 62a, 64a are designed to be actuated only after an initial trip of one fuse module 36a, 38a. The coupling elements 62a, 64a are designed to decouple the other fuse module 36a, 38a only after an initial trip of one fuse module 36a, 38a. The coupling elements 62a, 64a are designed to be actuated independently of any actual tripping mechanism of the fuse modules 36a, 38a, i.e., in this embodiment, independently of any deformation of the tapered retaining elements of the fuse modules 36a, 38a, in order to decouple the other fuse module. The respective coupling element 62a, 64a is designed to decouple the other safety module 36a, 38a when the triggered safety module 36a, 38a has moved at least 3 mm.Preferably, the respective coupling element 62a, 64a is designed to be actuated after a safety module travel distance of the corresponding safety module 36a, 38a that is greater than 3 mm. Preferably, the safety module travel distance at which the corresponding safety module 36a, 38a is actuated is between 3 mm and 50 mm, and particularly preferably between 5 mm and 20 mm.

[0052] The coupling unit 60a is designed to trigger the other safety module 36a, 38a when one of the safety modules 36a, 38a is triggered. The coupling unit 60a is therefore preferably designed to put the other safety module 36a, 38a into a triggered state when one of the safety modules 36a, 38a is triggered, i.e., in particular to change it from a locked position to an unlocked position. The coupling unit 60a is preferably designed to release the locking mechanism of the connecting element 50a in the elongated holes 54a, 56a of the first coupling element 40a when one of the safety modules 36a, 38a is triggered.

[0053] To decouple the locking module 36a, 38a by means of the coupling unit 60a, the corresponding connecting element 50a of the locking module 36a, 38a is preferably designed to be axially displaced. The connecting element 50a, which is designed as a connecting bolt, has two release grooves 66a, 68a. The release grooves 66a, 68a are designed to align with the elongated holes 54a, 56a, and thus with the tapered retaining elements arranged in the elongated holes 54a, 56a, in order to release the locking module 36a, 38a. When the release grooves 66a, 68a are aligned with the elongated holes 54a, 56a, the connecting element 50a of the locking module 36a, 38a, triggered by the coupling unit 60a, can be freely moved within the elongated holes 54a, 56a. This moves the corresponding locking module 36a, 38a into an unlocked position and thus triggers it.

[0054] The coupling elements 62a, 64a are designed as tension elements. Preferably, the coupling elements 62a, 64a are each designed as a Bowden cable. The coupling elements 62a, 64a designed as Bowden cables each consist of a flexible, but pressure-resistant Bowden cable housing and an inner cable slidably mounted within the Bowden cable housing. The inner cable can, for example, be made of a metal wire. The inner cable is designed to transmit movement through the coupling element 62a, 64a designed as a Bowden cable. The coupling elements 62a, 64a designed as tension elements, in particular Bowden cables, each have a first end 70a, which is designed as an actuating end. The corresponding coupling element 62a, 64a can be actuated via the first end 70a designed as the actuating end.To actuate a coupling element 62a, 64a designed as a pull element, in particular a Bowden cable, a tensile force is applied to the end 70a designed as the actuating end. The end 70a designed as the actuating end of a coupling element 62a, 64a designed as a Bowden cable is formed by the inner cable of the coupling element 62a, 64a. The coupling element 62a, 64a designed as a pull element, in particular a Bowden cable, can be actuated by pulling on the first end 70a designed as the actuating end. The coupling elements 62a, 64a designed as pull elements, in particular Bowden cables, each have a second end 72a, which is designed as a release end. The first end 72a, designed as a trigger end, is designed to trigger the corresponding coupling element 62a, 64a, which is intended to trigger the safety module 36a, 38a to be decoupled.To trigger the corresponding safety module 36a, 38a by means of the coupling element 62a, 64a, which is designed as a pull element, in particular a Bowden cable, a tensile force is transmitted via the second end 72a, which is designed as a release end, to the safety module 36a, 38a, in particular its connecting element 50a. The second end 72a of a coupling element 62a, 64a designed as a Bowden cable, which is designed as a release end, is formed by the respective inner cable of the coupling element 62a, 64a. The coupling element 62a, 64a, which is designed as a pull element, in particular a Bowden cable, is designed to trigger the safety module 36a, 38a to be decoupled via the end 72a designed as a release end.

[0055] The coupling elements 62a, 64a, designed as pull elements, in particular as Bowden cables, are connected at their first end 70a, designed as an actuating end, to the first coupling element 40a of the locking module 36a, 38a. The first coupling element 40a of the respective locking module 36a, 38a has an actuating contour 74a, which is designed to deflect the first end 70a of the coupling element 62a, 64a, which is designed as an actuating end. The actuating contour 74a is designed as an inclined plane. The actuating contour 74a is designed as an inclined plane relative to the frame elements 42a, 44a of the coupling element 40a. The actuation contour 74a, designed as an inclined plane, is preferably formed from a bent sheet metal which is arranged on an inside of one frame element 42a of the first coupling element 40a.The actuating contour 74a, designed as an inclined plane, is preferably intended to come into contact with an actuating element 76a to actuate the coupling element 62a, 64a and deflect it. The coupling elements 62a, 64a are preferably each configured with the actuating element 66a at their end 70a, which is designed as the actuating end. The actuating element 76a can, for example, be designed as a cylindrical roller element. In principle, it is also conceivable that the actuating element has a different shape. The actuating element 76a is designed to be moved relative to the actuating contour 74a in a triggering event. Preferably, the actuating element 76a is moved slidingly along the actuating contour 74a in a triggering event. Figure 4 shows a highly schematic representation of the connection between the coupling element 62a and the actuating element 76a.For example, the coupling element 62a could be rigidly connected to the actuating element 76a with its end 70a, which is designed as an actuating end, and in particular with its inner pull in a recess, for example a slot. The actuating contour 74a, designed as an inclined plane, is intended to actuate the coupling elements 62a, 64a by deflecting the actuating element 76a. The actuating contour 74a, designed as an inclined plane, is arranged such that it only comes into contact with the actuating element 76a after the corresponding locking module 36a, 38a has been triggered, in particular after a process of the locking module 36a, 38a, and actuates the first end 70a of the coupling element 62a, 64a, which is designed as a pull element and is designed as an actuating end.This means that the coupling element 62a, 64a, designed as a pulling element, is only actuated by the actuating contour 74a after a triggering, in particular after a procedure of the safety module 36a, 38a.

[0056] The coupling elements 62a, 64a, designed as pull elements, in particular as Bowden cables, are connected at their second end 72a, designed as a release end, to the connecting element 50a of the locking module 36a, 38a to be released. When actuated, the coupling elements 62a, 64a, designed as pull elements, in particular as Bowden cables, pull at their second end 72a, designed as a release end, on the connecting element 50a of the locking module 36a, 38a to be released and move it axially so that the release grooves 66a, 68a are aligned with the elongated holes 54a, 56a and the corresponding locking module 36a, 38a is thus unlocked. The coupling elements 62a, 64a, designed as Bowden cables, are firmly connected to the connecting element 50a at their end 72a, which is designed as a release end, by their inner cable.For example, the coupling elements 62a, 64a designed as Bowden cables with their end 72a designed as a release end, which is formed by the inner cable, could be guided through a recess in the connecting element 50a, and supported themselves for connection with a retaining head on one side of the connecting element 50a.

[0057] In principle, it would also be conceivable that the coupling unit 60a is not intended to trigger the other safety module 36a, 38a when one of the safety modules 36a, 38a is triggered, but rather to decouple the other safety module 36a, 38a from the backrest 26a or the cross-stiffening element 30a, i.e., to sever a fixed connection between the corresponding safety module 36a, 38a and the backrest 26a or the cross-stiffening element 30a. The coupling unit 60a would therefore be intended to at least partially interrupt the force flow between the other safety module 36a, 38a and the stationary seat component 24a when one of the safety modules 36a, 38a is triggered. This would allow the entire corresponding safety module 36a, 38a, decoupled by means of the coupling unit 60a, to be moved relative to the backrest 26a or the cross-stiffening element 30a. Figure 5 shows a further embodiment of the invention.The following descriptions and drawings are essentially limited to the differences between the exemplary embodiments. With regard to identically designated components, particularly those with the same reference numerals, reference may also be made to the drawings and / or the description of the other exemplary embodiments, especially Figures 1 to 4. To distinguish the exemplary embodiments, the letter "a" is appended to the reference numerals of the exemplary embodiment in Figures 1 to 4. In the exemplary embodiments of Figure 5, the letter "a" is replaced by the letter "b".

[0058] Figure 5 shows a second embodiment of an aircraft seat assembly according to the invention. The aircraft seat assembly is part of an aircraft seat 10b. The aircraft seat 10b is mounted in an aircraft cabin in an assembled state. For this purpose, the aircraft seat 10b has a mounting unit 12b. The aircraft seat 10b has a seating direction 100b. The mounting unit 12b has two seat feet 14b by means of which the aircraft seat 10b can be mounted on the cabin floor. The mounting unit 12b preferably has two support tubes 16b, 18b. The support tubes 16b, 18b are preferably designed as transverse tubes. The aircraft seat assembly has a first seat divider 20b. The first seat divider 20b forms a lateral boundary of the aircraft seat 10b. The aircraft seat assembly has a second seat divider 22b. The second seat divider 22b forms a lateral boundary of the aircraft seat 10b.The aircraft seat 10b has a seat base (not shown in detail). The aircraft seat assembly has a backrest 26b. The backrest 26b of the aircraft seat assembly forms a backrest surface of the aircraft seat 10b. The backrest 26b is pivotally connected to the support unit 12b. The backrest 26b can be pivoted between an upright sitting position and a comfort position. In normal operating conditions, the backrest 26b can be pivoted between the upright sitting position and the comfort position. Preferably, the backrest 26b can be locked in the upright sitting position, in the comfort position, and in any intermediate positions. The backrest 26b is pivotally connected to the seat dividers 20b and 22b, which are designed as fixed seat components 24b. The backrest 26b is pivotally connected to the seat dividers 20b and 22b via bearing elements 28b.The aircraft seat assembly preferably includes a transverse stiffening element 30b. The transverse stiffening element 30b is designed to stiffen the backrest 26b in a transverse direction. The transverse stiffening element 30b is preferably designed to transmit actuating forces between side sections of the backrest 26b when the backrest 26b is adjusted.

[0059] The aircraft seat assembly includes a backrest impact protection device 34b. The backrest impact protection device 34b is designed, at least in a normal operating state, to connect the backrest 26b and the cross-bracing element 30b in a locked position at a fixed distance from each other.

[0060] The backrest impact safety device 34b has two safety modules 36b and 38b. The safety modules 36b and 38b are designed differently from those in the first embodiment. Safety module 36b, 38b has a first coupling element 40b connected to the backrest 26b. The coupling element 40b is designed as a plate-like element. The coupling element 40b is designed as a sheet metal part. The coupling element 40b is connected laterally to the backrest 26b. The coupling element 40b extends downwards from the bearing element 28b. The coupling element 40b has a curved elongated hole 80b. Safety module 36b, 38b has a bolt element 82b that is fixedly connected to a lower end of the backrest 26b and is guided through the curved elongated hole 80b.The locking module 36b, 38b has a bulging plate 84b rigidly connected to the coupling element 40b, which secures the bolt element 82b in a holding position in the elongated hole 80b during normal operation. In the event of a triggering event of the locking module 36b, 38b, the bulging plate 84b is designed to be plastically deformed by an acceleration force introduced into the bolt element 82b through the backrest 26b, allowing the bolt element 82b to be displaced within the curved elongated hole 80b. This enables the backrest 26b to pivot forward in the event of a triggering event of the locking module 36b, 38b. The locking module 36b, 38b has a second coupling element 48b, which is designed as a lever element. The coupling element 48b, designed as a lever element, connects the first coupling element 40b at its lower end to the transverse stiffening element 30b. The backrest impact protection device 34b has a coupling unit 60b.The coupling unit 60b provides a positive coupling between the two safety modules 36b, 38b. The coupling unit 60b is designed to positively decouple one of the safety modules 36b, 38b when the other safety module 36b, 38b is triggered. In contrast to the first embodiment, the coupling unit 60b is designed to at least partially interrupt the force flow between the undisengaged safety module 36b, 38b and the stationary seat component. Preferably, the coupling unit 60b is designed to create a separation of the load path between the corresponding bulge plate 84b and a supporting structure, in particular the corresponding coupling element 40b or the backrest 26b, when the undisengaged safety module 36b, 38b is positively coupled.In principle, it would also be conceivable that the coupling unit 60b is intended to disconnect a connection between the first coupling element 40b and the second coupling element 48b in the case of the non-triggered safety module 36b, 38b, for example by removing a connecting element, such as a locking bolt, between the two coupling elements 40b, 48b.

[0061] The coupling unit 60b has a first coupling element 62b, which is provided for the positively coupled decoupling of the first safety module 36b. The first coupling element 62b is designed to decouple a force flow between the first safety module 36b and the stationary seat component when the second safety module 38b is triggered. The coupling unit 60b has a second coupling element 64b, which is provided for the positively coupled decoupling of the second safety module 38b. The second coupling element 64b is designed to decouple a force flow between the second safety module 38b and the stationary seat component when the first safety module 36b is triggered. The coupling elements 62b and 64b are preferably designed as Bowden cables. The coupling elements 62b, 64b are each intended to be actuated by one of the safety modules 36b, 38b.The coupling elements 62b, 64b are each designed to be actuated by a movement of the corresponding safety module 36b, 38b during a release. The coupling elements 62b, 64b are preferably connected to the dent plate 84b of the corresponding safety module 36b, 38b at an end designed as an actuating end. This allows the coupling elements 62b, 64b to be actuated by the denting of the corresponding dent plate 84b during a release of the corresponding safety module 36b, 38b. Alternatively, it would also be conceivable that the coupling elements 62b, 64b, at their end designed as an actuating end, could each be triggered, as in the first embodiment, by an inclined plane whose movement is coupled to a movement of the dent plate 84b.

[0062] Reference sign

[0063] 10 airplane seats

[0064] 12 Mounting units

[0065] 14 seat leg

[0066] 16 support tube

[0067] 18 support tube

[0068] 20 seat dividers

[0069] 22 seat dividers

[0070] 24 Seat component

[0071] 26 Backrest

[0072] 28 Bearing element

[0073] 30 Cross-stiffening element

[0074] 32 spring element

[0075] 34 Backrest impact protection device

[0076] 36 fuse module

[0077] 38 fuse module

[0078] 40 coupling element

[0079] 42 frame element

[0080] 44 frame element

[0081] 46 bridge elements

[0082] 48 coupling element

[0083] 50 connecting element

[0084] 52 storage area

[0085] 54 slotted hole

[0086] 56 Slotted hole

[0087] 58 stopping area

[0088] 60 coupling unit

[0089] 62 Coupling element

[0090] 64 Coupling element

[0091] 66 Release groove Release groove first end second end Actuating contour Actuating element Slotted hole Bolt element Dimple plate Seating direction

Claims

Claims 1. Aircraft seat assembly comprising a fixed seat component (24a; 24b) and a backrest (26a; 26b) pivotably connected to the seat component (24a; 24b), and a backrest impact protection device (34a; 34b) which, by partially decoupling the backrest (26a; 26b), is designed to at least partially reduce impact forces on the backrest (26a; 26b) in at least a crash scenario and for this purpose comprises a first protection module (36a; 36b) arranged on a first side of the backrest (26a; 26b), and a second protection module (38a; 38b) arranged on a second side of the backrest (26a; 26b) opposite the first side, characterized in that the backrest impact protection device (34a; 34b) comprises a coupling unit (60a; 60b) which a forced coupling between the two fuse modules (36a, 38a;36b, 38b) and which is designed to decouple the other safety module (36a, 38a; 36b, 38b) when one of the safety modules (36a, 38a; 36b, 38b) is triggered.; 2. Aircraft seat device according to claim 1, characterized in that the coupling unit (60a; 60b) has at least one coupling element (62a, 64a; 62b, 64b) which is provided to decouple the other safety module (36a, 38a; 36b, 38b) when one safety module (36a, 38a; 36b, 38b) is triggered.

3. Aircraft seat device according to claim 1 or 2, characterized in that the at least one coupling element (62a, 64a; 62b, 64b) does not influence the initial triggering behavior of the first triggering safety module (36a, 38a; 36b, 38b).

4. Aircraft seat device according to one of the preceding claims, characterized in that the coupling unit (60a; 60b) has two coupling elements (62a, 64a; 62b, 64b), wherein the first coupling element (62a; 62b) is provided to automatically decouple the first safety module (36a; 36b) when the second safety module (38a; 38b) is triggered, and the second coupling element (64a; 64b) is provided to automatically decouple the second safety module (38a; 38b) when the first safety module (36a; 36b) is triggered.

5. Aircraft seat device according to one of the preceding claims, characterized in that the coupling unit (60a; 60b) has at least one coupling element (62a; 64a; 62b, 64b) which is provided to decouple the other safety module (36a, 38a; 36b, 38b) when the triggered safety module (36a, 38a; 36b, 38b) has moved at least 3 mm.

6. Aircraft seat device according to one of the preceding claims, characterized in that the coupling unit (60a; 60b) has at least one coupling element (62a; 64a; 62b, 64b) which is designed as a Bowden cable.

7. Aircraft seat device according to one of the preceding claims, characterized in that the coupling unit (60a; 60b) is provided to trigger the other safety module (36a, 38a; 36b, 38b) when one of the safety modules (36a, 38a; 36b, 38b) is triggered.

8. Aircraft seat device according to one of the preceding claims, characterized in that the coupling unit (60a; 60b) is provided to at least partially interrupt a force flow between the other safety module (36a, 38a; 36b, 38b) and the stationary seat component (24a; 24b) when one of the safety modules (36a, 38a; 36b, 38b) is triggered.

9. Aircraft seat device according to one of the preceding claims, characterized in that the coupling unit (60a; 60b) has a coupling element (62a; 64a) designed as a pull element, in particular as a Bowden cable, which has an end (70a) designed as an actuating end, which is provided for actuating by being deflected by an inclined plane.

10. Aircraft seat device according to claim 9, characterized in that the coupling unit (60a) has an actuation contour (74a) which forms an inclined plane and which is designed to actuate the coupling element (62a; 64a) only after an adjustment of the locking module (36a, 38a).

11. Aircraft seat with an aircraft seat device according to one of the preceding claims.

Images