Aircraft seat and aircraft seat unit

Abstract

An aircraft seating unit (10) for an aircraft passenger, the aircraft seating unit comprising: a seat (12) comprising a seat pan (16), the seat pan having a seat pan cushion (22) mounted thereon, and a backrest (18); an ottoman (20), having an ottoman cushion (24) mounted thereon; and a footwell (28) positioned between the seat (12) and the ottoman (20); wherein one of the seat pan cushion (22) and ottoman cushion (24) is arranged to be rotated from a first folded position to a second unfolded position, such that in the unfolded position the footwell (28) is substantially covered. Figure 5a to accompany abstract on publication.

Description

[0001] Aircraft seat and aircraft seat unit

[0002] Field of the Invention

[0003] The present invention concerns non-actuated seats for aircraft seating units. More particularly, but not exclusively, this invention concerns a seat for an aircraft seating unit that is operable to be moved from a seated configuration to a bed configuration by rotating a cushion from a folded position to an unfolded position. The invention also concerns a method of moving an aircraft seating unit from a seated position to a bed position.

[0004] Background of the Invention

[0005] When passengers are flying long-haul, it is often desirable to be able to sleep when travelling. Many known seat arrangements include seats that that are able to move from an upright seated configuration to a bed configuration. This gives the passenger the option to sit with the seat unit in the upright seated configuration for activities such as eating or reading, and to lie-down with the seat unit in the bed configuration in a more natural position for sleeping.

[0006] Often such seats require a number of powered actuators and translating mechanisms to facilitate the movement between configurations. This adds substantial weight to an aircraft seating unit, in turn reducing the fuel efficiency of the aircraft. Therefore, it is desirable to reduce the weight of aircraft seating units, such that the fuel efficiency of the aircraft is increased. Additionally, powered actuators and translating mechanisms are often expensive and require complex configuration, and thus removal of these components may reduce the cost of a seat unit, and / or increase the reliability, and / or ease of operation of aircraft seating units.

[0007] The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft seating unit, having seats that are operable to be moved from a seated configuration to a bed configuration, without the need for heavy actuators and translating mechanisms, as well as a method of moving an aircraft seat from a seated configuration to a bed configuration. Summary of the Invention

[0008] In accordance with a first aspect of the invention there is provided an aircraft seating unit for an aircraft passenger, the aircraft seating unit comprising: a seat comprising a seat pan, the seat pan having a seat pan cushion mounted thereon, and a backrest; an ottoman, having an ottoman cushion mounted thereon; and a footwell positioned between the seat and the ottoman; wherein one of the seat pan cushion and ottoman cushion is arranged to be rotated from a first folded position to a second unfolded position, such that in the unfolded position the footwell is substantially covered.

[0009] When the seat pan cushion or ottoman cushion is in the first folded position, the aircraft seating unit may be in a seated configuration. When the seat pan cushion or ottoman cushion is in the second unfolded position, the aircraft seating unit may be in a bed configuration. In the bed configuration, the seat pan cushion and ottoman cushion provide a substantially uninterrupted surface on which a passenger may lie in order to sleep or relax.

[0010] When the one of the seat pan cushion and ottoman cushion is in the folded position, it may be considered double-layered or double-tiered. The two layers or tiers are formed from the cushion when it is folded back onto itself.

[0011] By having a cushion mounted on either the seat pan or the ottoman, which is arranged to be moved from a folded position to an unfolded position, the seating unit can easily be moved between a seated configuration and a bed configuration to suit the requirements of the passenger. Additionally, by having a foldable cushion to convert between a seated configuration and a bed configuration, the aircraft seating unit does not require heavy powered actuators and translating mechanisms. This reduces the weight of the aircraft seating unit, and therefore increases the fuel efficiency of the aircraft. Further, by having a simple, foldable cushion to move the seat between a seated configuration and a bed configuration, the aircraft seating unit assures reliability when moving between the configurations, as well as reducing the cost by not requiring the heavy actuators and translating mechanisms. Any faults with the movement between the seated and bed configurations may be fixed with the replacement of the foldable cushion without the need for complex repair processes, in turn reducing the cost and increasing the efficiency of the repair.

[0012] The skilled person would appreciate that the one of the seat pan cushion and ottoman cushion may be supported when in the unfolded position by support legs, a cantilever at the other of the seat pan cushion and ottoman cushion, or any other suitable support means. These various support mechanisms and others would easily be put into effect by a skilled person.

[0013] The rotation between the folded position and unfolded position may be between 160 and 200 degrees, for example, 180 degrees.

[0014] The aircraft seating unit may be arranged such that a bed surface is provided by the seat pan cushion and ottoman cushion when the seat pan cushion or ottoman cushion is in the unfolded position.

[0015] By having the seat pan cushion and ottoman cushion forming the bed surface, the effective size of the bed configuration may be increased compared to an arrangement with only a moveable seat pan cushion, to allow a passenger a more comfortable and spacious area to lay on.

[0016] The backrest may be fixed.

[0017] By having a backrest which is fixed and not operable to be moved from one position to another, the aircraft seating unit does not require complex actuation mechanisms for moving the backrest. Additionally, a fixed backrest allows for the shell of the aircraft seating unit to act as the backrest. In this way, the space within the aircraft seating unit may be increased since a separate backrest component is not required. Alternatively, the aircraft seating unit may be made smaller without compromising passenger comfort, by not taking up space with a separate backrest.

[0018] The backrest of the passenger seat may comprise a backrest cushion mounted thereon.

[0019] The backrest cushion may have an upper area and a lower area of different depths.

[0020] The lower area of the backrest cushion may have less depth than the upper area of the backrest cushion. The depth of the backrest cushion may be measured in a direction perpendicular to the passenger facing surface of the backrest cushion.

[0021] The difference in depth between the upper area of the backrest cushion and the lower area of the backrest cushion may be from 5 to 10 centimetres. The difference in depth between the upper area of the backrest cushion and the lower area of the backrest cushion may be from 10 to 20 centimetres.

[0022] The height of the lower area may be from 20 to 30 centimetres. The height of the lower area may be measured in a direction parallel to the direction in which the backrest cushion extends vertically.

[0023] The backrest cushion may be configured such that a portion of the head of a passenger is able to fit underneath the upper area of the backrest cushion, and within the space provided by the lower area of the backrest cushion with reduced depth.

[0024] Having the backrest cushion arranged such that a portion of the head of the passenger is able to fit underneath the upper area of the backrest cushion means that the effective area of the bed surface may be increased compared to that of a seating unit with a conventional backrest cushion, without using additional space in the aircraft seating unit. Further, by having an upper area with substantially more depth than the lower area, the backrest cushion can appropriately provide comfort to the passenger when in the seated position without the need for the lower area to also be the same depth.

[0025] The aircraft seating unit may be arranged such that when in the folded position, the one of the seat pan cushion and ottoman cushion presents a top surface, or seating surface, with a first density and when in the unfolded position, the one of the seat pan cushion and ottoman cushion presents a top surface, or lying surface, with a second density, wherein the first density is different to the second density. The first density may be more than the second density. The first density may be less than the second density.

[0026] By having the first density different to the second density, the aircraft seating unit is better configured for the requirements of the passenger. In this way, the one of the seat pan cushion and ottoman cushion provides tailored seating and sleeping surfaces to provide better comfort to the passenger in each configuration.

[0027] The aircraft seating unit may further comprise a secondary seat positioned adjacent to the main seat.

[0028] The secondary seat may be a standard seat that does not move from a seated configuration to a bed configuration.

[0029] By having a secondary seat which does not move from a seated configuration to a bed configuration, the passenger is able to quickly and easily manoeuvre themselves from a seat in the bed configuration to a seat in a seated configuration without having to move the seat from one position to the other. In this way, if conditions require the passenger to be seated, they do not need to spend time reconfiguring the seat. This could be due to an emergency where it would be unsafe to be in a lying position. This also allows passengers to switch between the seats throughout the duration of the flight without having to move the one of the seat pan cushion and ottoman cushion, which may be particularly beneficial for passengers who have difficulties with mobility and would therefore struggle to re-configure the one of the seat pan cushion and ottoman cushion mid-flight.

[0030] The secondary seat may be operable as a second passenger seat.

[0031] The rotation of the one of the seat pan cushion and ottoman cushion may be manually actuated from the folded position to the unfolded position.

[0032] The skilled person will appreciate that the one of the seat pan cushion and ottoman cushion may be pivoted using a hinge mechanism, mechanical arms, or any other appropriate pivoting means to move the one of the seat pan cushion and ottoman cushion from the folded position to the unfolded position.

[0033] In accordance with a second aspect of the invention there is provided a method of moving an aircraft seating unit according to the first aspect of the invention from a seating configuration to a bed configuration, the method comprising the steps of: lifting the one of the seat pan cushion and ottoman cushion from the folded position; rotating the cushion into the unfolded position.

[0034] In accordance with a third aspect of the invention there is provided a method of moving an aircraft seating unit according to the first aspect of the invention from a bed configuration to a seating configuration, the method comprising the steps of: lifting the one of the seat pan cushion and ottoman cushion from the unfolded position; rotating the cushion into the folded position.

[0035] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention. For example, the method of the invention may incorporate any of the features described with reference to the apparatus of the invention and vice versa. Description of the Drawings

[0036] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

[0037] Figure 1 shows a perspective view of an aircraft seating unit according to a first embodiment of the invention;

[0038] Figure 2 shows a top view of an aircraft seating unit according to a first embodiment of the invention;

[0039] Figure 3 shows a top view of an aircraft cabin with a plurality of aircraft seating units according to a first embodiment of the invention;

[0040] Figure 4a shows a perspective side view of an aircraft seating unit with a seat pan cushion in a first folded position according to a first embodiment of the invention;

[0041] Figure 4b shows a perspective side view of an aircraft seating unit with a seat pan cushion in a second unfolded position according to a first embodiment of the invention;

[0042] Figure 5a shows a side view of an aircraft passenger seating unit with a seat pan cushion in a first folded position according to a first embodiment of the invention;

[0043] Figure 5b shows a side view of an aircraft passenger seating unit with a seat pan cushion in a partially unfolded position according to a first embodiment of the invention;

[0044] Figure 5c shows a side view of an aircraft passenger seating unit with a seat pan cushion in an unfolded position according to a first embodiment of the invention;

[0045] Figure 6 is a flow-chart of a method of manually actuating a seat pan cushion of an aircraft seating unit from a first folded position to a second unfolded position according to a first embodiment of the invention;

[0046] Figure 7a shows a side view of an aircraft seating unit with a seat having a conventional backrest;

[0047] Figure 7b shows a side view of an aircraft seating unit with a seat having an optimised backrest; Figure 8a shows a side view of a seat pan cushion of an aircraft seating unit seat in a folded position with a first and second cushion density according to a second embodiment of the invention;

[0048] Figure 8b shows a side view of a seat pan cushion of an aircraft seating unit seat in an unfolded position with a first and second cushion density according to a second embodiment of the invention;

[0049] Figure 9a shows a schematic side view of an aircraft seating unit with an ottoman cushion in a first folded position according to a third embodiment of the invention;

[0050] Figure 9b shows a schematic side view of an aircraft seating unit with an ottoman cushion in a second unfolded position according to a third embodiment of the invention;

[0051] Figure 10 is a flow-chart of a method of manually actuating an ottoman cushion of an aircraft seating unit from a first folded position to a second unfolded position according to a third embodiment of the invention;

[0052] Figure I la shows a side view of an ottoman cushion of an aircraft seating unit seat in a folded position with a first and second cushion density according to a fourth embodiment of the invention;

[0053] Figure 1 lb shows a side view of an ottoman cushion of an aircraft seating unit seat in an unfolded position with a first and second cushion density according to a fourth embodiment of the invention.

[0054] Detailed Description

[0055] An aircraft seating unit for an aircraft passenger in accordance with a first embodiment of the invention is now described with reference to Figures 1 to 7.

[0056] Figure 1 shows an aircraft seating unit 10, which comprises two sub-units separated by a divider 32. The sub-units are identical to each other, with each comprising a primary seat 12, a secondary seat 14, an ottoman 20 and a footwell 28 positioned between the primary seat 12 and the ottoman 20. It should be noted that due to the aircraft seating unit 10 having two identical sub-units, reference made to a feature or object in one sub-unit applies to the corresponding feature or object in the other sub-unit, and vice versa. It should further be understood that the two sub-units of the aircraft seating unit 10 are arranged such that one sub-unit is identical to the other sub-unit when rotated 180 degrees.

[0057] The primary seat 12 further comprises a seat pan 16 (not shown in Figure 1), a seat pan cushion 22 mounted on the seat pan 16, a backrest 18 formed by a portion of an outer shell 30 of the aircraft seating unit 10, and a backrest cushion 26 mounted on the backrest 18. The seat pan cushion 22 of the primary seat 12 is arranged such that it may be moved from a seated configuration to a bed configuration by moving the seat pan cushion 22 from a folded position 22a to an unfolded position 22b. This process is explained in further detail below, with reference to Figure 5.

[0058] The secondary seat 14 is substantially the same as the primary seat 12, however, the secondary seat 14 is not arranged to be moved between a seated configuration and a bed configuration, and therefore has a standard seat pan cushion mounted on the seat pan 16 of the secondary seat 14.

[0059] Since the backrest 18 of primary seat 12 and secondary seat 14 is formed by a portion of the outer shell 30 of the aircraft seating unit 10, it is fixed and cannot be moved from one position to another. The backrest cushion 26 is discussed in more detail below with reference to Figure 7.

[0060] The ottoman 20 has an ottoman cushion 24 mounted thereon, which is arranged to form a portion of the bed surface when the seat pan cushion 22 is moved from a folded position 22a to an unfolded position 22b.

[0061] Figure 2 shows the aircraft seating unit 10 of Figure 1 as viewed from above, in order to better visualise the arrangement of the components of the aircraft seating unit 10.

[0062] Figure 3 shows a Location of Passenger Accommodations (LOP A) of an aircraft cabin 40 with a number of aircraft seating units 10, as shown in Figure 2, arranged either side of two aisles 42. The planform of the shell 30 of the aircraft seating unit 10, as seen in Figure 2, is substantially rectangular, such that a plurality of aircraft seating units 10 is arranged with the backrest 18 portion of the shell 30 abutting a backrest 18 portion of the shell 30 of next aircraft seating unit 10, forming rows along the length of the aircraft cabin 40. Additionally, two rows are placed in the central area, in between the two aisles 42. Egress points 43a and 43b are positioned along a wall of the shell 30 of the aircraft seating unit 10. An egress point 43a, 43b is a gap in the wall of the shell 30 of the aircraft seating unit 10 where a passenger may enter and exit the aircraft seating units 10. Each sub-unit of the aircraft seating unit 10 has a single egress point 43a, 43b, and these egress points 43a, 43b are arranged along the same side of the aircraft seating unit 10 to allow multiple aircraft seating units 10 to be arranged in a row with walls without egress points 43a, 43b in contact with another aircraft seating unit 10 or a side of the aircraft cabin 40.

[0063] Figure 4a shows the aircraft seating unit 10 from a perspective side view with a wall of the shell 30 of the aircraft seating unit 10 not being shown for clarity. Specifically, Figure 4a shows the primary seat 12 of the aircraft seating unit 10 in a seat configuration. That is, when the seat pan cushion 22 of the seat 12 is in the folded position 22a. In this position, the seat pan cushion 22 is double-layered, or doubletiered, with the seat pan cushion 22 being folded back over itself.

[0064] Figure 4b shows the aircraft seating unit 10 from Figure 4a, with the seat pan cushion 22 of the seat 12 having been moved from the folded position 22a into the unfolded position 22b. That is, the top layer of the folded seat pan cushion 22a has been rotated approximately 180 degrees into the unfolded position 22b. In this way, the seat pan cushion 22 extends away from the seat pan 16 and covers the footwell 28 (shown in Figure 4a). As can be seen in Figure 4b, when in the unfolded position 22b, the seat pan cushion 22 meets the ottoman cushion 24 which forms an approximately continuous bed surface. In this configuration, the ottoman cushion 24 and the seat pan cushion 22 are substantially coplanar, such that they form a substantially flat bed surface for the passenger to lay on. Additionally, the secondary seat 14 is positioned adjacent, or next to, the primary seat 12. In this way, when the seat pan cushion is in the unfolded position 22b, a passenger can easily manoeuvre from the primary seat 12 to the secondary seat 14, if conditions require that the passenger is in a seated position. This means that the passenger does not need to return the seat pan cushion 22 to a folded position 22a in order to assume a seated position.

[0065] The process of moving the seat pan cushion 22 from a folded position 22a to an unfolded position 22b is now described in more detail with reference to Figures 5 and 6.

[0066] Figure 5a shows the aircraft seating unit 10 of Figure 4 (showing only the primary seat 12 and the ottoman cushion 24) as viewed from the side to further visualise how the seat pan cushion 22 and ottoman cushion 24 are arranged within the aircraft seating unit 10. Specifically, Figure 5a shows the footrest 28 area as being substantially the same width as the seat pan cushion 22 when in a folded position 22a. Further, as can be seen more clearly in Figure 5a, when in the folded position 22a, the seat pan cushion 22 has two layers where the top layer is formed by the seat pan cushion 22 being folded over itself. It can be appreciated that in this position, the bottom layer or bottom tier of the seat pan cushion 22 when in the folded position 22a, is substantially in the same plane as the ottoman cushion 24.

[0067] Figure 5b shows the aircraft seating unit 10 of Figure 5a, but with the seat pan cushion 22 being in a partially unfolded position 22c. In this position, the seat pan cushion 22 is in between the folded position 22a and the unfolded position 22b, during the process of moving the seat pan cushion 22 to the bed configuration.

[0068] Figure 5c shows the aircraft seating unit 10 of Figures 5a and 5b, but with the seat pan cushion 22 in the unfolded position 22b. The seat pan cushion 22 has been rotated approximately 180 degrees such that the seat pan cushion 22 extends over the footwell 28 to cover the footwell 28 entirely. In this way, it can be seen that when in the unfolded position 22b, the seat pan cushion 22 meets the ottoman cushion 24 such that the seat pan cushion 22 and ottoman cushion 24 form a continuous and flat bed surface on which the passenger can lay.

[0069] This process is further exemplified with reference to the flow-chart of Figure 6. First, the seat pan cushion 22 of the primary seat 12 of the aircraft seating unit 10 is in the folded position 22a. As mentioned above, seat pan cushion 22 has an upper and lower layer or tier, with the lower layer having been mounted to the seat pan 16. The upper layer, formed by folding the seat pan cushion 22 over itself, is free to be lifted from the folded position 22a and rotated. In this way, movement to a bed configuration is initiated by lifting the upper layer of the seat pan cushion 22 and pivoting such that the upper and lower layers of the seat pan cushion 22 are moved apart (step 101). Then the upper layer of the seat pan cushion 22 is rotated approximately 180 degrees about a pivot point 34 (shown in Figure 5) in a direction towards the ottoman cushion 24 (step 103). Finally, the seat pan cushion 22 can be placed into the unfolded position 22b where the seat pan cushion 22 meets the ottoman cushion 24 to form an approximately continuous, flat bed surface (step 105).

[0070] Figures 7a and 7b show the backrest cushion 26 of the aircraft seating unit 10 in more detail. Specifically, Figure 7a shows a conventional backrest cushion 48. Typical backrest cushions may have substantially the same depth along its entire length. The conventional backrest cushion 48 shows the depth of the backrest cushion 48 decreasing towards the top, but importantly, the conventional backrest cushion 48 does not offer distinct areas of different depths. Figure 7b shows an optimised backrest cushion 26. This optimised backrest cushion 26 has two distinct portions, an upper area 52 and a lower area 54. The upper area 52 and the lower area 54 have substantially different depths, specifically, the depth of the upper area 52 is greater than that of the lower area 54. In this way, the passenger, when lay on the bed surface (when the seat pan cushion 22 is in the unfolded position 22b), may position their head such that a portion of the head of the passenger is able to fit underneath the upper area 52 of the optimised backrest cushion 26. This allows for the effective area of the bed surface to be increased compared to that of a seating unit with a conventional backrest cushion 48 by extending the bed surface a distance beneath the upper area 52 of the backrest cushion 26.

[0071] An aircraft seating unit for an aircraft passenger in accordance with a second embodiment of the invention is now described with reference to Figure 8. It should be noted that substantially all the features of the first and second embodiments are identical, however the second embodiment offers an optimised seat pan cushion 122. For the sake of brevity, only the optimised seat pan cushion 122 will be described in more detail, however the reader may appreciate that all other features and configurations are identical to those of the first embodiment.

[0072] Figures 8a and 8b show the seat pan cushion 122 in more detail. Figure 8a shows the optimised seat pan cushion 122 in a folded position 122a, wherein the seat pan cushion 122 is shown to have two surfaces. The first surface 44 is the top surface of the seat pan cushion 122 when in the folded position 122a. A second surface 46 is shown to be hidden by the seat pan cushion 122 when in the folded position 122a. The first surface 44 has a first density 45 and the second surface 46 has a second density 47. Figure 8b shows the optimised seat pan cushion 122 in the unfolded position 122b. In this position, the first surface 44, having a first density 45, is arranged on the bottom of the seat pan cushion 122 and the second surface 46, having a second density 47, is now the top surface. In this way, when in the folded position 122a, the seat pan cushion 122 has a first density 45 and when in the unfolded position 122b, the seat pan cushion 122 has a second density 47. The first density 45 and the second density 47 are substantially different, to allow for optimised surfaces for seating and laying, respectively. In this embodiment, the first surface 44 has a first density 45 which is substantially greater than the second density 47 of the second surface 46, however the reader will appreciate that in alternate embodiments, the second density 47 may be substantially greater than the first density 45, and manufacturers may select these densities according to the requirements of the aircraft seating unit 10.

[0073] An aircraft seating unit for an aircraft passenger in accordance with a third embodiment of the invention is now described with reference to Figures 9 and 10. It should be noted that the features of the first and third embodiments are substantially identical, however the third embodiment has a standard seat pan cushion 60 which is not operable to be moved from a folded position to an unfolded position, and instead has an ottoman cushion 62 which is operable to be moved from a folded position 62a to an unfolded position 62b. For the sake of brevity, only the movable ottoman cushion 62 and the standard seat pan cushion 60 will be described in more detail, however the reader may appreciate that all other features and configurations are identical to those of the first embodiment.

[0074] Figure 9a shows a schematic of a primary seat 112, which is substantially identical to the previous primary seat 12, but with a standard, single layered or single tiered seat pan cushion 60 as well as an ottoman seat cushion 62 in a folded position 62a. In this folded position 62a, the ottoman cushion 62 is folded over itself such that it has two layers, or two tiers. It can be appreciated that in this position, the bottom layer or bottom tier of the ottoman cushion 62 when in the folded position 62a, is substantially in the same plane as the seat pan cushion 60.

[0075] Figure 9b shows the same schematic view of Figure 9a, with the ottoman cushion 62 having been moved from the folded position 62a into the unfolded position 62b. That is, the top layer of the folded ottoman cushion 62a has been rotated approximately 180 degrees into the unfolded position 62b. In this way, the ottoman cushion 22 extends away from the ottoman 20 and covers the footwell 28 (which is the same as shown in Figure 4a). As can be seen in Figure 9b, when in the unfolded position 62b, the ottoman cushion 62 meets the seat pan cushion 60 which forms an approximately continuous bed surface. In this configuration, the ottoman cushion 62 and the seat pan cushion 60 are substantially coplanar, such that they form a substantially flat bed surface for the passenger to lay on. The process of moving the ottoman cushion 62 from a first folded position 62a to a second unfolded position 62b is further exemplified with reference to the flowchart of Figure 10. First, the ottoman cushion 62 of the aircraft seating unit 10 is in the folded position 62a. As mentioned above, ottoman cushion 62 has an upper and lower layer or tier, with the lower layer having been mounted to the ottoman 20. The upper layer, formed by folding the ottoman cushion 62 over itself, is free to be lifted from the folded position 62a and rotated. In this way, movement to a bed configuration is initiated by lifting the upper layer of the ottoman cushion 62 and pivoted such that the upper and lower layers of the ottoman cushion 62 are moved apart (step 201). Then the upper layer of the ottoman cushion 62 is rotated approximately 180 degrees about a pivot point 64 (shown in Figure 9) in a direction towards the seat pan cushion 60 (step 203). Finally, the ottoman cushion 62 can be placed into the unfolded position 62b where the ottoman cushion 62 meets the seat pan cushion 60 to form an approximately continuous, flat bed surface (step 205).

[0076] An aircraft seating unit for an aircraft passenger in accordance with a fourth embodiment of the invention is now described with reference to Figure 11. It should be noted that the features of the third and fourth embodiments are substantially identical, however the fourth embodiment offers an optimised ottoman cushion 162. For the sake of brevity, only the optimised ottoman cushion 162 will be described in more detail, however the reader may appreciate that all other features and configurations are identical to those of the third embodiment.

[0077] Figures I la and 1 lb show the optimised ottoman cushion 162 in more detail. Figure I la shows the optimised ottoman cushion 162 in a folded position 162a, wherein the ottoman cushion 162 is shown to have two surfaces. The first surface 66 is the top surface of the ottoman cushion 162 when in the folded position 162a. A second surface 68 is shown to be hidden by the ottoman cushion 162 when in the folded position 162a. The first surface 66 has a first density 67 and the second surface 68 has a second density 69. Figure 1 lb shows the optimised ottoman cushion 162 in the unfolded position 162b. In this position, the first surface 66, having a first density 67, is arranged on the bottom of the ottoman cushion 162 and the second surface 68, having a second density 69, is now the top surface. In this way, when in the folded position 162a, the ottoman cushion 162 has a first density 67 and when in the unfolded position 162b, the seat pan cushion 162 has a second density 69. The first density 67 and the second density 69 are substantially different, to allow for optimised surfaces for seating and laying, respectively. In this embodiment, the first surface 66 has a first density 67 which is substantially greater than the second density 69 of the second surface 68, however the reader will appreciate that in alternate embodiments, the second density 69 may be substantially greater than the first density 67, and manufacturers may select these densities according to the requirements of the aircraft seating unit 10.

[0078] Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

[0079] The skilled person will appreciate that in other embodiments of the invention, egress points 43 a, 43b within the shell 30 of the aircraft seating unit 10 may be arranged on opposite sides such that a passenger will enter a first sub-unit from one side and enter the other sub-unit from the other side.

[0080] The skilled person will also appreciate that in other embodiments of the invention, the backrest 18 may be operable to move into a reclined position to allow for an intermediate configuration between a seated configuration and a bed configuration.

[0081] In the above embodiments, the backrest 18 and backrest cushion 26 are shown to be shared between the primary seat 12 and the secondary seat 14. However, the skilled person will appreciate that in other embodiments of the invention, the primary seat 12 and the secondary seat 14 may have their own backrest 12 and backrest cushion 26.

[0082] The skilled person will also appreciate that in other embodiments of the invention, the secondary seat 14 may be operable to be moved from a seated configuration to a bed configuration and may further have a second ottoman 20 positioned in front of the secondary seat 12 to increase the bed surface area.

[0083] The skilled person will also appreciate that in other embodiments of the invention, the primary seat 12 may be arranged in a standard row of three or more seats, where each seat is arranged to be moved from a seated configuration to a bed configuration. The skilled person will also appreciate that in other embodiments of the invention, the seat pan cushion 22 or ottoman cushion 62, when in the unfolded position 22b, 62b may be supported by a leg, or a stand to support the weight of a passenger laying on the bed surface. This leg or stand may be arranged in the footwell 28.

[0084] The skilled person will also appreciate that in other embodiments of the invention, the seat pan cushion 22 or ottoman cushion 62 may be pivoted using a hinge, arms, or any other appropriate means to move the seat pan cushion 22 or ottoman cushion 62 into the unfolded position 22b, 62b.

[0085] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.

Claims

Claims1. An aircraft seating unit for an aircraft passenger, the aircraft seating unit comprising: a seat comprising a seat pan, the seat pan having a seat pan cushion mounted thereon, and a backrest; an ottoman, having an ottoman cushion mounted thereon; and a footwell positioned between the seat and the ottoman; wherein one of the seat pan cushion and ottoman cushion is arranged to be rotated from a first folded position to a second unfolded position, such that in the unfolded position the footwell is substantially covered.

2. An aircraft seating unit as claimed in claim 1, wherein rotation between the folded position and unfolded position is between 160 and 200 degrees.

3. An aircraft seating unit as claimed in claim 1 or claim 2, arranged such that a bed surface is provided by the seat pan cushion and ottoman cushion when the seat pan cushion or ottoman cushion is in the unfolded position.

4. An aircraft seating unit as claimed in any preceding claim, wherein the backrest is fixed.

5. An aircraft seating unit as claimed in any preceding claim, wherein the backrest of the seat has a backrest cushion mounted thereon.

6. An aircraft seating unit as claimed in claim 5, wherein the backrest cushion has an upper area and a lower area of different depths.

7. An aircraft seating unit as claimed in claim 6, wherein the lower area of the backrest cushion has less depth than the upper area of the backrest cushion.

8. An aircraft seating unit as claimed in claim 7, wherein a portion of the head of a passenger is able to fit underneath the upper area of the backrest cushion.

9. An aircraft seating unit as claimed in any preceding claim, arranged such that when in the folded position, the one of the seat pan cushion and ottoman cushion presents a top surface, or seated surface, with a first density and when in the unfolded position, the one of the seat pan cushion and ottoman cushion presents a top surface, or lying surface, with a second density, wherein the first density is different to the second density.

10. An aircraft seating unit as claimed in any preceding claim, wherein the aircraft seating unit further comprises a secondary seat positioned adjacent to the seat.

11. An aircraft seating unit as claimed in claim 10, wherein the secondary seat is operable as a second seat.

12. An aircraft seating unit as claimed in any preceding claim, where the rotation of the one of the seat pan cushion and ottoman cushion is manually actuated from the folded position to the unfolded position.

13. A method of moving an aircraft seating unit as claimed in any preceding claim from a seating configuration to a bed configuration, the method comprising the steps of: lifting the one of the seat pan cushion and ottoman cushion from the folded position; rotating the cushion into the unfolded position.

14. A method of moving an aircraft seating unit as claimed in claims 1 to 12 from a bed configuration to a seating configuration, the method comprising the steps of: lifting the one of the seat pan cushion and ottoman cushion from the unfolded position; rotating the cushion into the folded position.

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