Backrest structure for a seat

Abstract

A seat backrest for a vehicle and a method of manufacturing / assembling the same are disclosed. The backrest includes a first structure designed for optimal comfort and back width without folds or flanges, and a second structure coupled to the first structure to provide support and accept loads from the first structure. The second structure is configured to transfer these loads to a surrounding structure, such as a frame connected to a floor of the vehicle.

Description

Attny Dkt No. 104394.0003PCTBACKREST STRUCTURE FOR A SEATField of the Invention

[0001] The field of the invention is seats, and in particular those used in aircraft and other vehicles.Background

[0002] The following description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.

[0003] Existing solutions for backrests in aircraft economy class seating primarily fall into two categories: metallic backrests and composite backrests.

[0004] Metallic backrests, such as the backrest 100 shown in Figure 1, generally have a tubular frame and a sheet metal diaphragm that uses the tubular frame for the main load path with the sheet metal diaphragm provided for comfort contour and cushion support. While metals are relatively cheap and sustainable, the main limitation lies in the bend radius and directions that the back frame can be bent, resulting in narrow and unattractive backrests that do not meet the ideal contour for comfort. Traditional metallic backrests have limitations in bend radii and directions, resulting in unappealing aesthetics and comfort contours.

[0005] Typical composite backrests, such as the backrest 200 shown in Figure 2, combine the frame and diaphragm into a single piece, allowing for greater conformity to desired ergonomic shapes. However, composites involve expensive tooling, processes, and materials that are not sustainable. Reinforcements required to fold the composite at comers add to their complexity and cost. Composite backrests, while offering better ergonomics, suffer from expensive tooling, processes, and unsustainable materials, along with added complexity due to required reinforcements.

[0006] Both metallic and composite solutions pose challenges in weight optimization, affecting overall efficiency. The traditional designs lack flexibility in choosing materials and processes, restricting optimization opportunities.Attny Dkt No. 104394.0003PCT

[0007] All publications identified herein are incorporated by reference to the same extent as if each individual publication or patent application were specifically and individually indicated to be incorporated by reference. Where a definition or use of a term in an incorporated reference is inconsistent or contrary to the definition of that term provided herein, the definition of that term provided herein applies and the definition of that term in the reference does not apply.

[0008] Thus, there is still a need for a lightweight backrest structure for a seat seating that optimizes comfort, reinforcement, weight, and cost while providing design flexibility and enhanced functionality.Summary of the Invention

[0009] The inventive subject matter provides apparatus, systems, and methods in which a lightweight backrest structure for a vehicle seat is optimized for both comfort and reinforcement. While such seats are envisioned for use in an economy class section of an aircraft, it is contemplated that the seats could be utilized within other classes of service and within other settings or vehicles.

[0010] Compared with prior art seats, the backrest is advantageously separated into two components: a first structure and a second structure. The first structure is designed for optimal comfort and back width, preferably without folds or flanges. The first structure transfers loads received from a passenger, for example, to the second structure. The second structure accepts and transfers loads from the first structure to the surrounding structure which may be a seat frame attached to the floor of a vehicle, for example.

[0011] In some embodiments, the first structure may be made from materials such as sheet molded compound or an aluminum honeycomb sandwich. The first structure may be flexible.

[0012] It is also contemplated that the first structure may interface with a headrest of the seat formed at least partially by the first and second structure. The first structure can also be used to support or secure a monitor or display, such as used with an in-flight entertainment system of an aircraft, for example. Other components that may be connected to or otherwise supported by the first structure include, for example, a personal device holder and / or a pocket structure for receiving magazines and other items.Attny Dkt No. 104394.0003PCT

[0013] The second structure may be manufactured through processes such as machining or extrusion. In some embodiments, the second structure may comprise a twisted bent tube structure.

[0014] This separation allows for individual optimization of each component, enabling the use of different materials and manufacturing processes for each part.

[0015] Methods for manufacturing a backrest for a seat are also contemplated. In one embodiment, a first structure may be provided that is configured to support a back of a passenger. Preferably, the first structure is also configured for optimal comfort and back width without folds or flanges that are often present in prior art backrests.

[0016] A second structure may also be provided. To form the backrest, the first structure is coupled or otherwise attached or secured to the second structure, such that the second structure provides reinforcement to the first structure. In this manner, loads received by the first structure can be transferred to the second structure. The second structure in turn, through its configuration, can accept and transfer loads from the first structure to a seat frame, for example.

[0017] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.Brief Description of the Drawings

[0018] Figure 1 illustrates one example of a prior art metallic backrest.

[0019] Figure 2 illustrates one example of a prior art composite backrest.

[0020] Figures 3A-3B illustrate front and back perspective views, respectively, of one embodiment of a backrest of the inventive subject matter described herein.

[0021] Figure 3C illustrates an exploded view of the backrest of Figures 3A-3B, with the first structure and second structure separated.

[0022] Figure 4 illustrates a flow chart of one embodiment of a method for manufacturing a backrest for a seat.Attny Dkt No. 104394.0003PCTDetailed Description

[0023] The following discussion provides many example embodiments of the inventive subject matter. Although each embodiment represents a single combination of inventive elements, the inventive subject matter is considered to include all possible combinations of the disclosed elements. Thus, if one embodiment comprises elements A, B, and C, and a second embodiment comprises elements B and D, then the inventive subject matter is also considered to include other remaining combinations of A, B, C, or D, even if not explicitly disclosed.

[0024] One should appreciate that the separation of the backrest into comfort and second structures allows for optimized design and manufacturing processes, resulting in improved comfort, weight reduction, and cost efficiency.

[0025] Figures 3A-3C illustrate various views of a backrest 300 for a seat comprising a first structure 310 and a second structure 320. In some embodiments, the backrest 300 could be used as part of an aircraft seat assembly and coupled with a seat pan and other components to form the aircraft seat. In such embodiments, it is contemplated that the backrest 300 could be connected to an aircraft seat frame, which itself may be connected to the floor of the aircraft. Of course, it is contemplated that the backrest 300 could be used in other applications and with other vehicles without departing from the scope of the invention herein.

[0026] As shown in the Figures, the first structure 310 is configured to support a back of a passenger. Preferably, the first structure 310 is configured to maintain its shape and integrity under various load conditions, such as those that may occur during movement of the aircraft or other vehicle. Such configuration could be achieved when forming the first structure 310 from one or more material(s). In some embodiments, it is contemplated that the first structure 310 could comprise an aluminum honeycomb sandwich structure, which provides for a high strength- to-weight ratio that allows the first structure 310 to resist deformation under typical passenger loads. Such structure also provides a lightweight yet rigid support surface for passenger comfort. Further, such structure allows for loads to be distributed across the first structure 310 while maintaining its shape.

[0027] In other embodiments, the first structure 310 may be formed from a sheet molded compound. Such material advantageously provides beneficial combinations of strength, weight,Attny Dkt No. 104394.0003PCT and formability for the first structure. In addition, the sheet molded compound can allow for complex contoured shapes.

[0028] Preferably, the first structure 310 comprises a unitary body formed of a single piece of material.

[0029] The first structure 310 can be contoured or otherwise configured to optimize comfort of a passenger in the seat. Such contour may also inherently resist deformation under load and help distribute forces more evenly across the surface of the first structure 310, reducing the likelihood of localized deformation or failure.

[0030] Preferably, the first structure 310 is configured to eliminate folds or flanges extending from the back surface, which is opposite of the surface to which a passenger may rest. This is in contrast to the seat back 200 having flanges 202 extending from the back surface, such as shown in Figure 2.

[0031] As discussed above, it is contemplated that the first structure 310 may interface with a headrest attached to the seat back 300. The first structure 310 can also be used to support or secure a monitor or display, such as used with an in-flight entertainment system of an aircraft, for example. Advantageously, because there is no frame around the top of the first structure 310, the first structure 310 allows for the use of larger monitors or displays for the same backrest width, as compared with prior art seat structures.

[0032] Other components that may be connected to or otherwise supported by the first structure 310 include, for example, a personal device holder and / or a pocket structure for receiving magazines and other items.

[0033] It is contemplated that the first structure 310 may comprise varying thicknesses or densities across different regions to optimize its performance under expected load conditions. For instance, areas that typically experience higher loads, such as the lumbar region, may be reinforced with additional material.

[0034] In some embodiments, the second structure 320 comprises a twisted bent tube body or structure 322. The twisted bent tube body 322 adventurously provides enhanced rigidity,Attny Dkt No. 104394.0003PCT especially at comers, while allowing for a more open configuration that increases the available space behind the backrest. The twists in the tube body 322 increase the strength of the body without significantly increasing the weight. It is contemplated that the tube body 322 could be twisted in either direction depending of the spacing requirement and need to interface with components such as a tray table coupled to the seat back 300. The vertical location of the twist(s) in the tube body 322 and / or a length of the twist(s) can be varied based on dimensions of the backrest and loading requirements of the seat back 300, for example.

[0035] The second structure 320 may be manufactured through a process selected from the group consisting of machining and extrusion in some implementations. Machining may allow for complex geometries, while extrusion may provide a cost-effective method for producing the tubular structure. The manufacturing process may be selected based on the specific design requirements and production volumes.

[0036] Preferably, the second structure 320 comprises a unitary body formed as a single piece, such as by machining or extrusion, as discussed above.

[0037] In some implementations, the first structure 310 may be bonded to the second structure 320. In such embodiment, bonding provides a secure attachment between the first structure 310 and the second structure 320 while maintaining flexibility in materials and manufacturing processes for each component. Various bonding methods such as adhesive bonding or mechanical fastening may be utilized.

[0038] It is preferred that the second structure 320 comprises a first portion 324, a second portion 326, and a third portion 328. The second portion 326 is disposed between the first and third portions 324, 328. The first and third portions 324, 328 are parallel to one another, while the second portion 326 is bent or twisted to be perpendicular to a surface normal of each of the first and third portions 324, 328.

[0039] In such embodiments, it is contemplated that the second structure 320 further comprises a first bend 325 that connects the first portion 324 to the second portion 326, and a second bend 327 that connects the second portion 326 to the third portion 328. The bends 325, 327 contribute to the overall strength and rigidity of the second structure 320.Attny Dkt No. 104394.0003PCT

[0040] As shown in Figure 3C, the first portion 324 of the second structure 320 may comprise a first surface 330 configured to abut the first structure 310. Similarly, the second portion 326 may comprise a second surface 332 configured to abut the first structure 310, and the third portion 328 may comprise a third surface 334 configured to abut the first structure 310. The first and third surfaces 330, 334 are preferably parallel to one another, while the second surface 332 comprises a width w2 that is greater than a width wl, w3 of either the first surface 330 or the third surface 334, respectively.

[0041] It is contemplated that the second structure 320 may be manufactured through processes such as machining or extrusion. The choice of manufacturing process may be based on design requirements and production volumes.

[0042] The first structure 310 may be attached or bonded to the second structure 320 using any commercially suitable methods, including the use of adhesive or fasteners, for example. Bonding may ensure a secure connection between the first structure 310 and the second structure 320, allowing for effective load transfer.

[0043] The second structure 320 may further comprise a plurality of attachment points 340 collectively configured to secure the first and second structure 310, 320 to the seat frame. These attachment points 340 may be integrated into the body of the second structure 320, providing a secure means of attaching the backrest to the seat frame. Various fastener types and attachment methods may be utilized depending on the specific seat frame design.

[0044] Preferably, the second structure 320, when attached to the first structure 310, provides reinforcement of, and structural support to, the first structure 310. In this manner, the first structure 310 is configured to transfer loads to the second structure 320 and the second structure 320 is configured to accept and transfer loads from the first structure 310 to a seat frame, for example.

[0045] Figure 4 illustrates one embodiment of a method of manufacturing a backrest for a seat. In step 400, a first structure is provided that is configured to support a back of a passenger. In step 410, a second structure is provided. In step 430, the first structure is coupled to the second structure, such that the second structure provides reinforcement of the first structure. In thisAttny Dkt No. 104394.0003PCT manner, the structure can be configured to transfer loads to the second structure, and the second structure can be configured to accept and transfer loads from the first structure to a seat frame.

[0046] In optional step 422, a first portion, a second portion, and a third portion are provided, in which the second portion is disposed between the first and third portions. In such embodiments, the first and third portions are preferably parallel to one another and the second portion is bent to be perpendicular to a surface normal of each of the first and third portions.

[0047] It is contemplated that the first portion may comprise a first surface configured to abut the first structure, the second portion may comprise a second surface configured to abut the first structure, and the third portion may comprise a third surface configured to abut the first structure. It is further contemplated that the first and third surfaces are parallel to one another, and the second surface has a width that is greater than a width of either the first surface or the third surface.

[0048] In some embodiments described in step 424, a first bend is machined that connects the first portion to the second portion and a second bend is machined that connects the second portion to the third portion.

[0049] As discussed above, it is contemplated that the first structure may comprise an aluminum honeycomb sandwich structure. However, other commercially suitable materials are contemplated including, for example, sheet molded compound.

[0050] In some embodiments, the second structure preferably comprises a twisted bent tube structure, although other commercially suitable materials and shapes could be used.

[0051] As used herein, and unless the context dictates otherwise, the term “coupled to” is intended to include both direct coupling (in which two elements that are coupled to each other contact each other) and indirect coupling (in which at least one additional element is located between the two elements). Therefore, the terms “coupled to” and “coupled with” are used synonymously.

[0052] In some embodiments, the numbers expressing quantities of ingredients, properties such as concentration, reaction conditions, and so forth, used to describe and claim certainAttny Dkt No. 104394.0003PCT embodiments of the invention are to be understood as being modified in some instances by the term “about.” Accordingly, in some embodiments, the numerical parameters set forth in the written description and attached claims are approximations that can vary depending upon the desired properties sought to be obtained by a particular embodiment. In some embodiments, the numerical parameters should be construed in light of the number of reported significant digits and by applying ordinary rounding techniques. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of some embodiments of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as practicable. The numerical values presented in some embodiments of the invention may contain certain errors necessarily resulting from the standard deviation found in their respective testing measurements.

[0053] Unless the context dictates the contrary, all ranges set forth herein should be interpreted as being inclusive of their endpoints and open-ended ranges should be interpreted to include only commercially practical values. Similarly, all lists of values should be considered as inclusive of intermediate values unless the context indicates the contrary.

[0054] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.

[0055] The recitation of ranges of values herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range. Unless otherwise indicated herein, each individual value with a range is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g. “such as”) provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.Attny Dkt No. 104394.0003PCT

[0056] Groupings of alternative elements or embodiments of the invention disclosed herein are not to be construed as limitations. Each group member can be referred to and claimed individually or in any combination with other members of the group or other elements found herein. One or more members of a group can be included in, or deleted from, a group for reasons of convenience and / or patentability. When any such inclusion or deletion occurs, the specification is herein deemed to contain the group as modified thus fulfilling the written description of all Markush groups used in the appended claims.

[0057] It should be apparent to those skilled in the art that many more modifications besides those already described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims. Moreover, in interpreting both the specification and the claims, all terms should be interpreted in the broadest possible manner consistent with the context. In particular, the terms “comprises” and “comprising” should be interpreted as referring to elements, components, or steps in a non-exclusive manner, indicating that the referenced elements, components, or steps may be present, or utilized, or combined with other elements, components, or steps that are not expressly referenced. Where the specification claims refers to at least one of something selected from the group consisting of A, B, C .... and N, the text should be interpreted as requiring only one element from the group, not A plus N, or B plus N, etc.

Claims

CLAIMSWhat is claimed is:

1. A backrest for a seat, comprising: a first structure configured to support a back of a passenger; a second structure coupled to the first structure and that provides reinforcement of the first structure; wherein the first structure is configured to transfer loads to the second structure; and wherein the second structure is configured to accept and transfer loads from the first structure to a seat frame.

2. The backrest of claim 1, wherein the first structure comprises an aluminum honeycomb sandwich structure.

3. The backrest of claim 1, wherein the second structure comprises a twisted bent tube structure.

4. The backrest of claim 1, wherein the second structure comprises: a first portion, a second portion, and a third portion; wherein the second portion is disposed between the first and third portions; wherein the first and third portions are parallel to one another; and wherein the second portion is bent to be perpendicular to a surface normal of each of the first and third portions.

5. The backrest of claim 4, further comprising a first bend that connects the first portion to the second portion; and a second bend that connects the second portion to the third portion.

6. The backrest of claim 4, wherein the first portion comprise a first surface configured to abut the first structure, wherein the second portion comprises a second surface configured to abut the first structure, and wherein the third portion comprise a third surface configured to abut the first structure, and wherein the first and third surfaces are parallel to one another, and wherein the second surface has a width that is greater than a width of either the first surface or the third surface.

7. The backrest of claim 1, wherein the first structure is bonded to the second structure.

8. The backrest of claim 1 , wherein the first structure is made from a material selected from the group consisting of sheet molded compound and aluminum honeycomb sandwich.

9. The backrest of claim 1, wherein the second structure is manufactured through a process selected from the group consisting of machining and extrusion.

10. The apparatus of claim 1, wherein the second structure comprises a plurality of attachment points collectively configured to secure the first and second structure to the seat frame.

11. A method of manufacturing a backrest for a seat, the method comprising: providing a first structure configured to support a back of a passenger; providing a second structure; coupling the first structure to the second structure, such that the second structure provides reinforcement of the first structure; wherein the first structure is configured to transfer loads to the second structure; and wherein the second structure is configured to accept and transfer loads from the first structure to a seat frame.

12. The method of claim 11, wherein the first structure comprises an aluminum honeycomb sandwich structure.

13. The method of claim 11, wherein the second structure comprises a twisted bent tube structure.

14. The method of claim 11, wherein coupling the first structure to the second structure comprises bonding the first structure to the second structure.

15. The method of claim 11, wherein providing the second structure further comprises: providing a first portion, a second portion, and a third portion; wherein the second portion is disposed between the first and third portions; wherein the first and third portions are parallel to one another; and wherein the second portion is bent to be perpendicular to a surface normal of each of the first and third portions.

16. The method of claim 15, wherein providing the second structure further comprises: machining a first bend that connects the first portion to the second portion; and machining a second bend that connects the second portion to the third portion.

17. The method of claim 15, wherein the first portion comprise a first surface configured to abut the first structure, wherein the second portion comprises a second surface configured to abut the first structure, and wherein the third portion comprise a third surface configured to abut the first structure, and wherein the first and third surfaces are parallel to one another, and wherein the second surface has a width that is greater than a width of either the first surface or the third surface.

18. The method of claim 11, wherein the first structure is made from a material selected from the group consisting of sheet molded compound and aluminum honeycomb sandwich.

19. The method of claim 11, further comprising manufacturing the second structure through a process selected from the group consisting of machining and extrusion.

20. The method of claim 11, wherein the second structure comprises a plurality of attachment points collectively configured to secure the first and second structure to the seat frame.

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