Aircraft seat device and method

Abstract

The invention relates to an aircraft seat device comprising a stationary seat unit (10a; 10b; 10c), a backrest unit (12a; 12b; 12c) which is pivotally connected to the seat unit (10a; 10b; 10c) and at least one safety coupling unit (14a; 14b; 14c) which is designed to connect the backrest unit (12a; 12B: 12c) to the seat unit (10a; 10b; 10c). According to the invention, the at least one safety coupling unit (14a; 14b; 14c) has at least one flexure element (16a; 16b; 16c) which is designed to transmit a retaining force from the stationary seat unit (10a; 10b; 10c) to the pivotable backrest unit (12a; 12b; 12c) in a control mode and to trigger a safety pivoting movement (42a; 42b; 42c) of the backrest unit (12a;12b;12c) by plastic deformation in the event of triggering, in particular in the event of a crash.

Description

[0001] December 12, 2025

[0002] Aircraft seat device and procedure

[0003] State of the art

[0004] The invention relates to an aircraft seating device according to the preamble of claim 1.

[0005] An aircraft seating device has already been proposed, comprising a fixed seat unit, a backrest unit pivotably connected to the seat unit, and at least one securing coupling unit designed to connect the backrest unit to the seat unit.

[0006] The object of the invention is, in particular, to provide a generic device with improved safety characteristics. 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.

[0007] Advantages of the invention

[0008] The invention relates to an aircraft seating device with a fixed seat unit, with a backrest unit pivotably connected to the seat unit and with at least one securing coupling unit which is designed to connect the backrest unit to the seat unit.

[0009] It is proposed that the at least one safety coupling unit shall have at least one buckling element which is designed to transfer a holding force from the stationary seat unit to the pivoting backrest unit in normal operation and to trigger a safety pivoting movement of the backrest unit by means of plastic deformation in the event of a triggering event, in particular a crash event.

[0010] The design according to the invention advantageously provides a high level of safety, since in particular a passenger seated behind the aircraft seat is protected by pivoting the backrest unit forward in the event of activation (REC 17580 WO). Advantageous features regarding a simple design can be provided, since in particular the buckling element is configured to transfer the holding force from the stationary seat unit to the pivoting backrest unit during normal operation. Advantageously, low manufacturing and / or assembly complexity can be provided, since in particular the buckling element both transfers the holding force during normal operation and triggers the safety pivoting movement in the event of activation, thus eliminating the need for additional components.

[0011] 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 specifically includes at least one base forming a seating surface. Preferably, the base is movable relative to the seat unit and / or the backrest unit, particularly for adjusting the seating position. Alternatively, the base could be fixedly attached to the seat unit. Preferably, the aircraft seat assembly is designed to be permanently installed in an aircraft. Preferably, the seat unit is fixedly connected to the cabin floor of the aircraft.A "seat unit" is preferably understood to be a basic structure of the aircraft seating system, forming a load-bearing structure for the aircraft seating system. The aircraft seating system can be connected to a mounting surface, in particular the cabin floor of the aircraft, via the seat unit. The seat unit preferably has at least two seat feet designed for mounting on the cabin floor. The seat unit is preferably coupled to the mounting surface, preferably the cabin floor, via several fittings, preferably with corresponding mounting rails in the cabin floor. The seat unit forms a load-bearing frame for the aircraft seating system, in particular the aircraft seat. The aircraft seating system includes a backrest unit, which has at least one backrest forming a backrest surface. The backrest unit is pivotally mounted relative to the seat unit.Preferably, the backrest is pivotably mounted between an upright sitting position and a comfortable position. REC 17580 WO.

[0012] The backrest is preferably pivotally connected to a fixed seat component of the seat unit. Preferably, the backrest unit has a backrest pivot axis which is arranged at least substantially perpendicular to a seating direction. The seating direction could be oriented in a direction of flight, in particular the main flight direction. Preferably, the backrest is configured to pivot about the backrest pivot axis. Due to the pivoting mounting, the aircraft seat is preferably movable into different functional positions. A "pivotally mounted backrest" is preferably understood to mean a backrest that, in normal operation, can pivot between a maximally upright seating position and a comfort position adjusted backwards from the upright seating position.The upright seating 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. Alternatively, the backrest could not be pivoted between an upright and a comfort position during normal operation, thus maintaining only an upright position and pivoting forward only in an emergency, after the safety coupling unit has been triggered. A "fixed seat component" is preferably understood to be a component of the aircraft seat that is fixed relative to the mounting surface and / or the cabin floor, in particular a seat frame or part of a fixed structure of the aircraft seat, such as a crossbar or a seat base.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. "Provided for" or "configured" should be understood to mean, in particular, specially designed and / or equipped. The fact that an object is provided for or configured for a specific function should be understood to mean, in particular, that the object fulfills and / or performs this specific function in at least one application and / or operating state. In this context, "at least substantially" should be understood to mean, in particular, that a deviation from a specified value is less than 25%, preferably less than 10%, and most preferably less than 5% of the specified value.

[0013] Preferably, the securing coupling unit is designed to connect the backrest unit to the seat unit. Preferably, the REC 17580 WO

[0014] The safety coupling unit is designed to transmit the holding force between the seat unit and the backrest unit during normal operation. In particular, a force acting on the backrest unit, especially a holding force, for example, when a person leans against the backrest, is transmitted to the seat unit via the safety coupling unit. Preferably, the backrest unit is connected to the seat unit via the safety coupling unit, particularly without play. Preferably, the safety coupling unit is designed to initiate the safety swivel movement in the event of a triggering event. Preferably, the safety coupling unit is designed to release the safety swivel movement in the event of a triggering event. Preferably, the triggering event is designed as a crash event. Preferably, the safety swivel movement is triggered by an impact force in the event of a triggering event.Preferably, the safety swivel movement is triggered by negative acceleration in a crash or a defined crash test. Preferably, the impact force is an inertial force of the passenger resulting from the acceleration of a body, in particular the upper body and / or head of the passenger. Preferably, the safety coupling unit is designed to swivel the backrest unit forward from the upright sitting position, in particular in the direction of travel, by a swivel angle when triggered.

[0015] The safety coupling unit is specifically designed to reduce impact forces, for example from a passenger and / or a crash test dummy, on the rear of the aircraft seat compared to an upright seated position. The impact forces are preferably reduced by the altered inclination of the backrest to the impacting object, such as the crash test dummy or a person, compared to the upright position. A "safety coupling unit" is understood to be, in particular, a device designed to decouple the backrest, at least partially, from a fixed seat component, especially a mounting unit of the aircraft seat, in the event of activation, particularly by acceleration forces acting on the backrest, preferably by deformation, in order to allow the safety swivel movement, especially forward.The safety swivel movement is limited to a maximum swivel angle by the safety coupling unit. "Impact forces" are understood to refer specifically to forces exerted by objects, such as the body of a REC 17580 WO sitting in the aircraft seat.

[0016] A crash test scenario involves a passenger or a crash test dummy impacting an element, such as the seat back. A "crash test scenario" is understood to be 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 assembly is a part, that exceed the forces, such as handhold loads, that arise from normal loads during normal flight operations. "Normal operation" is understood to be at least one operating condition during normal operation of the aircraft seat assembly, particularly when it is installed in an aircraft and during aircraft operation. For example, a trigger event can also be a test trigger event, such as a test crash event, in which the aircraft seat assembly is tested, for instance, during certification.The partial decoupling of the safety coupling unit preferably occurs solely through the forces acting on the backrest, and thus on the safety coupling unit, particularly acceleration forces, for example during a triggering event, and especially purely mechanically. A force greater than the handhold loads leads to the triggering of the safety coupling unit. A "triggering event" is understood to mean, in particular, a case in which an acceleration force acting on the backrest and / or a corresponding force acting on the safety coupling unit are sufficiently large to trigger the safety coupling unit, particularly through deformation, and thus partially decouple the backrest unit from the seat component.A "partial decoupling of the backrest unit" preferably refers to at least a partial decoupling of the backrest unit from the seat unit, allowing the backrest unit to pivot through a maximum angle, particularly by means of deformation. This partial decoupling allows the backrest to pivot forward through the defined angle. Specifically, the partial decoupling is designed to allow for an extended pivoting range in the event of activation. During partial decoupling, the backrest remains firmly and securely connected to the support unit. Preferably, the safety coupling unit is designed to partially decouple the movement of the backrest unit from the seat unit.In particular, the safety coupling unit is designed to couple the holding and / or a release force in REC 17580 WO to the seat unit and / or to transmit it to the seat unit in every operating state.

[0017] Preferably, the buckling element is configured to transmit the holding force between the seat unit and the backrest unit during normal operation. In particular, the buckling element is configured to remain at least substantially free of deformation during normal operation. Preferably, the buckling element is deformed only elastically, and in particular not plastically, during normal operation. In particular, the holding force is configured to prevent the pivoting movement of the backrest. Preferably, the safety coupling unit is configured to subject the buckling element to at least substantially compressive stress through the holding force. Preferably, the buckling element is subjected to at least substantially compressive stress during normal operation. Preferably, the buckling element is configured to trigger the safety pivoting movement in the event of a triggering event. In particular, the buckling element is configured to provide a continuous load path in the event of a triggering event.Preferably, the buckling element is configured to enable the safety swivel movement in the event of triggering by means of plastic deformation. Preferably, the buckling element has a trigger force. Preferably, the buckling element is configured to be plastically deformed when the trigger force is exceeded, thereby triggering the triggering event, in particular the safety swivel movement. Alternatively, the buckling element could be configured to trigger the safety swivel movement in the event of triggering by means of fracture. Preferably, the safety coupling unit is configured to subject the buckling element to at least a substantial bending load through the crash force. A "trigger force" is understood to mean, in particular, a limit force which, when reached and / or exceeded, triggers the safety swivel movement of the backrest unit.In particular, the buckling element fails when the trigger force is exceeded by buckling.

[0018] Furthermore, it is proposed that the buckling element be configured to at least partially absorb the kinetic energy of the backrest unit through plastic deformation in the event of activation, particularly in the event of a crash. Advantageously, a high level of safety can be provided, since the kinetic energy of the backrest unit is at least partially absorbed. Advantageous design properties can be provided, since the buckling element is configured to at least partially absorb the kinetic energy (REC 17580 WO). Preferably, the safety coupling unit is configured to absorb the kinetic energy of at least the backrest. Preferably, the kinetic energy of the backrest unit is formed as momentum energy, which is generated by the acceleration of the backrest unit in the event of activation and the mass of the accelerated backrest unit.It is conceivable that, for example, if a passenger is buckled up, at least a portion of the passenger's mass is transferred to the seatback assembly. It is also conceivable that the kinetic energy includes the impact energy of a passenger seated behind the aircraft seat. Preferably, the seatback assembly is accelerated forward by the crash. This preferably subjects the buckling element to a crash force greater than the trigger force when triggered. Preferably, the seatback assembly irreversibly deforms the buckling element when the trigger force is exceeded. Preferably, the buckling element is configured to be irreversibly deformed when triggered. Preferably, the buckling element is configured to absorb at least some of the kinetic energy when triggered. Preferably, the buckling element is configured to convert at least some of the kinetic energy into deformation energy.

[0019] Furthermore, it is proposed that the securing coupling unit has a receiving element which is fixedly, and preferably at least partially rotatably, connected to the backrest unit and which is configured to receive the denting element. Advantageous design features can be achieved because, in particular, the receiving element is fixedly connected to the backrest unit. Preferably, the receiving element is configured to receive the denting element. Preferably, the receiving element is configured to support the denting element. Preferably, the receiving element is configured to mount the denting element, in particular by pivoting. Preferably, the denting element is mounted, in particular by pivoting, about a bearing axis which is arranged parallel to the backrest pivot axis, at least in the western direction.Alternatively, the bearing axis could also be arranged at least substantially perpendicular to the backrest pivot axis. Alternatively, it is conceivable that the receiving element is designed to clamp the buckling element firmly, in particular by force-fit and / or positive locking. "Partially rotatable" is to be understood in particular as a rotational movement that is directed back and forth by less than 360° REC 17580 WO. In particular, a partial rotational movement is designed as a pivoting movement. "Force-fit and / or positive locking" is to be understood in particular as a detachable connection, whereby a holding force between two components is preferably transmitted by a geometric engagement of the components with each other and / or a frictional force between the components.

[0020] Furthermore, it is proposed that the receiving element be designed as a counter-support with a rounded groove, which is configured to establish at least substantial line contact between the receiving element and the buckling element. Advantageous properties with regard to design and / or flexibility can be provided, since, in particular, the line contact between the buckling element and the receiving element allows buckling. Preferably, the rounded groove is configured to pivotally support the buckling element in the receiving element. Preferably, the rounded groove has a groove radius. Preferably, the buckling element has a chamfer at at least one end. Preferably, the chamfer is rounded. Preferably, the rounded chamfer has a chamfer radius. Preferably, the groove radius is larger than the chamfer radius.

[0021] Preferably, the buckling element contacts the rounded groove in the line contact. The buckling element is pivotally mounted in the receiving element, particularly in the groove, around the line contact.

[0022] Furthermore, it is proposed that the securing coupling unit has at least one additional receiving element, which is rotatably connected to the seat unit, at least partially, about a pivot axis of the additional receiving element and which is configured to receive the denting element. Advantageous design and / or flexibility features can be achieved, since, in particular, the at least one additional receiving element is rotatably connected to the seat unit, at least partially, about the pivot axis of the additional receiving element. Preferably, the additional receiving element is configured to receive the denting element at a further end of the denting element opposite the end. Preferably, the additional receiving element is configured to fix the denting element by force-fit and / or positive locking.Preferably, the buckling element is pivotally mounted at its far end about the pivot axis of the far receiving element. Preferably, the pivot axis of the far receiving element is arranged at least substantially perpendicular to the seating direction. REC 17580 WO.

[0023] Preferably, the pivot axis of the additional receiving element is arranged at least substantially parallel to the pivot axis of the backrest. Preferably, the pivot axis of the additional receiving element is arranged at least substantially parallel to the line contact.

[0024] It is further proposed that the at least one buckling element be arranged between the receiving element and the at least one further receiving element. This provides advantageous design features, since, in particular, the arrangement of the buckling element between the receiving element and the further receiving element allows a force to be transmitted through the buckling element between the backrest unit and the seat unit. Preferably, the further receiving element is configured to press the buckling element against the receiving element, and in particular to pre-tension it. Preferably, the end of the buckling element and the further end of the buckling element are arranged at two opposite ends of the buckling element in a principal extension direction of the buckling element.Preferably, the end of the buckling element and the further end of the buckling element are pivotally mounted in the receiving element and / or the further receiving element at least substantially perpendicular to the principal direction of extension. A "principal direction of extension" of an object is understood to be, in particular, a direction that runs parallel to the longest edge of the smallest geometric cuboid that just completely encloses the object.

[0025] It is further proposed that the buckling element be designed as a rod configured to absorb a compressive force and to buckle when a buckling force is exceeded, particularly in the event of a triggering event. Advantageously, high operational reliability and / or low complexity can be provided, since the buckling element automatically triggers the safety pivoting movement when the buckling force is exceeded. Preferably, the buckling element is designed as a buckling element configured to buckle when the buckling force is exceeded. Preferably, the buckling force is configured as a critical compressive force, above which the buckling element fails, particularly suddenly. Preferably, the safety pivoting movement is triggered by the buckling of the buckling element in the event of a triggering event. Preferably, the buckling element is configured to undergo plastic deformation upon buckling.Preferably the REC 17580 WO.

[0026] The buckling element is arranged in its main direction of extension at least substantially parallel to a direction of the holding force. Preferably, the buckling element is designed to be destroyed, in particular irreversibly deformed, upon activation. Preferably, the buckling element is designed as a rod with a cross-section that varies, in particular along the main direction of extension of the buckling element. Preferably, the buckling element has a rectangular cross-section. The buckling element has, for example, the shape of a tensile test specimen, in particular with an engagement arranged at least substantially centrally in the main direction of extension. However, it is conceivable that the buckling element is designed as a rod with a round, square, triangular, or comparable shape that appears useful to a person skilled in the art. Preferably, the clamping of the buckling element between the receiving element and the further receiving element represents an Euler buckling case.Preferably, the buckling element is clamped analogously to the second Euler buckling case. Alternatively, the buckling element could also be clamped analogously to one of the four Euler buckling cases. "Buckling" is preferably understood to mean a loss of stability of at least one rod due to lateral deflection, particularly at least substantially perpendicular to a loading direction, under axial compressive stress, occurring especially when a critical buckling force is exceeded. A "buckling element" is particularly understood to be a rod-shaped element that deforms upon exceeding a critical buckling force, specifically by buckling.

[0027] Furthermore, it is proposed that the buckling element be designed to deform downwards in the event of triggering, particularly at least substantially in the direction of the seating unit's mounting plane. Advantageously, a high level of operational reliability can be provided, since the buckling element buckles downwards in every operating state, thus ensuring reliable triggering by preventing, for example, the buckling element from jamming or jamming against seat components. Advantageous installation space characteristics can be achieved, as there is sufficient space at the bottom for the buckling element to buckle, and no additional installation space is required at the top to accommodate the buckled element. Preferably, the buckling element exhibits different area moments of inertia, particularly due to its flat geometry.Preferably, the buckling element buckles along its area of ​​lowest moment of inertia. Preferably, the larger area of ​​inertia prevents lateral buckling, particularly buckling directed at least substantially parallel to the backrest pivot axis. Preferably, the buckling element has at least one lateral engagement point. Preferably, this lateral engagement point is configured to force plastic deformation in the lateral engagement point when triggered. Preferably, the buckling element is pre-stressed, particularly by a spring element. Alternatively or additionally, the pre-stress could, for example, be a residual material stress. Preferably, the pre-stress is configured to force downward buckling.The buckling element could alternatively or additionally have a chamfer, particularly at its far end, thereby directing the force application to an upper region of the component. Alternatively, the buckling element could also have a curved shape that forces it to buckle downwards. Preferably, the mounting surface is designed as the cabin floor of the aircraft.

[0028] Furthermore, it is proposed that the pivot axis of the additional receiving element be spaced apart from the centerline of the buckling element, particularly upwards, and especially on a side opposite to the buckling direction of the buckling element, in order to ensure that the buckling element buckles downwards. Advantageously, a high level of operational reliability can be provided, since the pivot axis of the additional receiving element is spaced apart from the centerline of the buckling element to ensure that the buckling element buckles downwards. Preferably, the centerline of the buckling element is arranged at least substantially parallel to the principal extension direction of the buckling element. Preferably, the buckling direction is arranged at least substantially perpendicular to the centerline of the buckling element. Preferably, the compressive force for loading the buckling element acts above the centerline of the buckling element.A “buckling element centerline” is preferably understood to be a centerline of the buckling element which runs along the main extension direction of the buckling element and / or which is formed by a neutral fiber of the buckling element that arises during a bending and / or buckling load generated by the holding and / or crash force.

[0029] Furthermore, it is proposed that the buckling element be made at least partially, preferably entirely, of a metallic material. A design conforming to REC 17580 WO can be provided with low cost and / or complexity, since, in particular, the buckling element is made of a metallic material and can therefore be manufactured simply and cost-effectively. Advantageously, high operational reliability can be ensured, since, in particular, the buckling element is made at least partially of a metallic material, which allows for a particularly precise design of the buckling element. Preferably, the material is designed to allow plastic deformation of the buckling element in the event of activation. Preferably, the material is designed not to break in the event of activation.Preferably, the buckling element is designed such that the material deforms elastically and / or plastically during the deformation of the buckling element, preferably without breaking. Preferably, the material exhibits ductile behavior. Preferably, the metallic material has isotropic material properties. Preferably, the metallic material is a steel, in particular a steel alloy. However, it is conceivable that the metallic material is alternatively at least partially aluminum, copper, or a comparable material. It is also conceivable that the material is a composite material. "Duciliary" here refers in particular to a material behavior that exhibits pronounced plastic deformation under load.

[0030] Additionally, it is proposed that the locking coupling unit comprises at least one housing unit which forms at least one longitudinal groove configured to guide relative movement between the seat unit and the backrest unit, preferably along a longitudinal direction of the longitudinal groove. Advantageous design features can be achieved because, in particular, the relative movement is guided by the housing unit. Preferably, the longitudinal groove is completely enclosed by the housing unit. Preferably, the longitudinal groove runs at least substantially parallel to the main extension direction of the bulging element and / or at least substantially parallel to the seating direction. Preferably, a guide pin of the seat unit, fixedly connected to the seat unit, is arranged in the longitudinal groove.Preferably, the guide pin, which is particularly fixed, is movable in the longitudinal groove relative to the housing unit, which is particularly moved by the safety pivoting movement. Preferably, the longitudinal groove has a guide area in which the REC 17580 WO.

[0031] The guide pin is arranged to be longitudinally movable. Preferably, the longitudinal groove in the guide area has an at least substantially constant groove height. In particular, the groove height in the guide area is formed as the shortest distance between at least one, preferably two, housing element(s) defining the longitudinal groove. Preferably, the guide pin and the housing element form a clearance fit. Preferably, a length of the longitudinal groove, in particular a length of the guide area, limits the safety pivoting movement of the backrest. Preferably, the longitudinal groove is configured to at least partially decouple the backrest unit from the seat unit. Preferably, the longitudinal groove is configured to allow force transmission between the backrest unit and the seat unit via the bulge element.

[0032] It is further proposed that the housing unit be connected to the pivoting backrest unit in a way that allows rotation, at least in sections. This provides advantageous design features, as a pivoting movement of the backrest unit can be converted into a longitudinal movement of the housing unit. Preferably, the housing unit has at least one pivot axis. Preferably, the housing unit is rigidly connected to the backrest unit, and in particular, is rotatable about the pivot axis in sections. Preferably, the pivot axis is located below the pivot axis of the backrest. Preferably, during the forward safety pivoting movement, the housing unit is deflected about the pivot axis of the backrest and pulled backward. Preferably, a housing movement in a direction opposite to the safety pivoting movement is also provided.

[0033] Furthermore, it is proposed that the housing unit includes at least one absorption unit configured to at least partially absorb the kinetic energy of the backrest unit, preferably in a longitudinal direction along the longitudinal groove. Advantageously, a high level of safety can be provided, since the absorption unit is configured to at least partially absorb the relative movement between the seat unit and the backrest unit, thereby delaying the safety pivoting movement. Preferably, the absorption unit is designed as a mechanical kinetic energy absorption unit. Preferably, the absorption unit is configured to convert the kinetic energy partially, and preferably to a large extent, into deformation energy and / or heat energy. Alternatively, the absorption unit could also be designed as a fluidic damper, for example, a gas damper, or the like.Preferably, the absorption unit is configured to absorb residual kinetic energy. Preferably, this residual kinetic energy is the kinetic energy that was not absorbed by the buckling element. It is also conceivable that the absorption unit is configured to absorb additional kinetic energy, such as that exerted on the backrest unit by a passenger, a dummy, and / or a piece of luggage during activation.

[0034] It is further proposed that the absorption unit be designed as a tapered section of the longitudinal groove extending along the housing unit. Advantageous design and / or complexity characteristics can be achieved, since, in particular, the absorption unit is formed as the tapered section created by the housing unit, thus eliminating the need for additional components. Preferably, the longitudinal direction of the housing unit is arranged at least substantially parallel to the seating direction and / or the main extension direction of the buckling element. Preferably, the tapered section is configured to decelerate the guide pin of the seat unit, which is rigidly connected to the seat unit. Preferably, the tapered section is configured to initiate deformation of the housing unit by the guide pin in the event of activation, thereby absorbing the kinetic energy of the backrest unit.A "taper" is understood to mean, in particular, a distance that decreases over a length, especially along the longitudinal direction of the groove. Specifically, the longitudinal groove tapers along its length.

[0035] Furthermore, it is proposed that the locking coupling unit includes an adjustment unit configured to preload the buckling element between the receiving element and at least one further receiving element, or at least to adjust it to be substantially free of play. Advantageously, this provides a particularly high level of user comfort, since the receiving element and the at least one further receiving element can be adjusted to be at least substantially free of play. Preferably, the adjustment unit includes at least one adjusting screw. Preferably, the adjusting screw is configured to be screwed into a thread of the adjustment unit substantially parallel to the main extension direction of the buckling element. Preferably, the adjustment unit is configured to adjust the receiving element against the buckling element, and preferably to press it against the buckling element.Preferably, the adjustment unit is configured to adjust the receiving element in the longitudinal direction of the longitudinal groove. Preferably, the adjustment unit, in particular the adjusting screw, is configured to support a holding force and / or crash force acting from the dent element on the receiving element, in particular the counter-holder.

[0036] Furthermore, it is proposed that the safety coupling unit includes at least one locking unit configured to latch the backrest unit in a triggered end position after activation. Advantageously, a high level of user comfort can be provided, since the locking unit is specifically designed to reset the backrest unit after activation. Preferably, the locking unit is designed as a latching element, particularly a spring-loaded one. Preferably, the latching element is configured to fix an end position of the safety pivoting movement, for example, to prevent the backrest unit from springing back. Preferably, the locking unit is configured to allow and / or keep clear an escape route through the locked end position of the backrest unit. In particular, the locking unit is configured to apply a holding force to the backrest unit.In particular, the locking unit is designed to fix the end position. Preferably, the detent element is designed to positively lock the end position. Preferably, the detent element is designed to at least allow a return movement of the backrest unit when the detent element is actuated. It is conceivable that the locking unit has at least one spring element designed to at least assist the return movement.

[0037] Furthermore, it is proposed that the locking coupling unit be arranged in the immediate vicinity of a backrest pivot axis. This immediate vicinity of the backrest pivot axis is preferably defined as a region spaced at a maximum of 30 cm, preferably a maximum of 20 cm, and particularly preferably a maximum of 10 cm from the backrest pivot axis. Preferably, the locking coupling unit is arranged laterally on the backrest unit. REC 17580 WO

[0038] Preferably, the locking coupling unit is arranged at least partially below the backrest unit, in particular below a backrest frame of the backrest unit. The locking coupling unit is preferably arranged on an outer surface of the backrest unit, in particular a pivoting backrest. In principle, it would also be conceivable for the locking coupling unit to be arranged on an inner surface of a backrest unit, in particular a backrest frame of the backrest unit. The locking coupling unit is preferably arranged horizontally between the backrest unit and an adjacent seat divider of the fixed seat unit. Preferably, the locking coupling unit is arranged vertically between the pivot axis of the backrest and a transverse element of the fixed seat unit.Preferably, the buckling element and an absorption element of the securing coupling unit are arranged in close proximity to the backrest pivot axis. Preferably, the buckling element and an absorption element of the securing coupling unit extend in a partial arc around the backrest pivot axis. This allows for a particularly space-saving securing coupling unit.

[0039] Furthermore, it is proposed that the safety coupling unit includes an absorption element with a deformation slot, in particular a curved one, designed to at least partially absorb the kinetic energy of the backrest unit in the event of a triggering event. The absorption element is designed to absorb at least some of the kinetic energy of the backrest unit in the event of a triggering event, even after it has been triggered by the buckling element. In the event of a triggering event, the absorption element, and in particular its deformation slot, is designed to deform only after the buckling element has been triggered to release the safety coupling unit.In the event of a triggering event, a retaining bolt that triggers the dent element first deforms the dent element to activate the safety coupling unit and then deforms the deformation slot of the absorption element to partially absorb kinetic energy of the backrest. The deformation slot preferably has a comet shape. The deformation slot has a circular cross-section on a second side. On this second side, where it has a circular cross-section, the deformation slot forms a normal holding area. REC 17580 WO.

[0040] The deformation slot preferably has a curved central axis that runs in a partial arc around the backrest pivot axis. The deformation slot has a tapered cross-section towards its first end. The deformation slot is converging towards its first end. In principle, it would be conceivable for the deformation slot to reduce to a minimal cross-section from the second side towards its first side and then to open again at its end on the first side. Preferably, the absorption element and the buckling element are arranged to overlap at least partially. It would also be conceivable for the absorption element to be arranged independently of the buckling element at a different location within the securing coupling unit. The absorption element preferably prevents any residual kinetic energy of the backrest unit from being dissipated via the buckling element.

[0041] Furthermore, it is proposed that the bulging element have a curved shape. Preferably, the bulging element has a central axis that runs in a partial arc around the backrest pivot axis. The bulging element has an inner side facing the backrest pivot axis and an outer side facing away from the backrest pivot axis, forming a partial arc whose center point is preferably formed by the backrest pivot axis. This allows the bulging element to be designed in a particularly space-saving manner.

[0042] The buckling element and the absorption element are preferably mounted together on a base plate element of the locking coupling unit. The buckling element and the absorption element are preferably arranged in a horizontal direction, at least partially overlapping each other. This allows for a particularly advantageously compact locking coupling unit.

[0043] It is further proposed that the backrest unit be held in place during a process step by transferring the holding force from the backrest unit to the seat unit via the buckling element, wherein the buckling element remains at least substantially free of deformation during this process step, preferably without plastic deformation. Advantageously, this results in low complexity and / or a low-cost design, since, in particular, the locking coupling unit is configured to transmit the holding force during normal operation, thus eliminating the need for additional components for transmitting the holding force. REC 17580 WO

[0044] Preferably, the buckling element is subjected to compressive stress, at least substantially, during normal operation to transmit the holding force. Preferably, the buckling element is elastically and / or non-plastically deformed during normal operation to transmit the holding force.

[0045] It is further proposed that, in a subsequent process step, particularly in the event of triggering, the safety swivel movement of the backrest unit is initiated by buckling the buckling element. Advantageously, a high level of safety can be provided because, in particular, the safety swivel movement of the backrest unit is only triggered when the buckling force is exceeded, thus preventing accidental triggering and / or triggering by vandalism or the like. Preferably, the buckling element is subjected to at least a substantial bending load during buckling. Preferably, the buckling element is buckled when the buckling force is exceeded. Preferably, the buckling element is plastically deformed during buckling. Preferably, the safety swivel movement is triggered automatically when the buckling force of the buckling element is exceeded.

[0046] Furthermore, it is proposed that in a further process step, the absorption unit absorbs residual kinetic energy of the backrest unit during and / or after the buckling of the buckling element. Advantageously, a high level of operational reliability can be provided, since the kinetic energy is absorbed by both the buckling element and the absorption unit. Preferably, the kinetic energy is completely absorbed by both the buckling element and the absorption unit. Preferably, the kinetic energy is partially absorbed by the absorption unit by deforming the housing unit. "Residual kinetic energy" is understood to mean, in particular, the total kinetic energy of the backrest unit minus the kinetic energy absorbed by the buckling element.

[0047] The aircraft seat device and the method according to the invention are not to be limited to the application and embodiment described above. In particular, the aircraft seat device and the method according to the invention may, to achieve a functionality described herein, comprise a different number of individual elements, components, and units than that specified herein. REC 17580 WO

[0048] Drawings

[0049] Further advantages become apparent from the following description of the drawings. The drawings illustrate three 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.

[0050] They show:

[0051] Fig. 1 shows a schematic perspective view of an aircraft seat assembly with a safety coupling unit.

[0052] Fig. 2 shows a schematic exploded view of the safety coupling unit in a normal operating state.

[0053] Fig. 3 shows a section of a schematic representation of the safety coupling unit,

[0054] Fig. 4 shows a schematic representation of the safety coupling unit after a trip in a tripping event,

[0055] Fig. 5 shows a schematic flowchart of a procedure for operating the aircraft seat device,

[0056] Fig. 6 shows a schematic exploded view of an alternative embodiment of the safety coupling unit,

[0057] Fig. 7 schematic perspective view of an aircraft seat device in a third embodiment with two securing coupling units arranged laterally to a backrest unit,

[0058] Fig. 8 shows a schematic view of part of the backrest unit with a locking coupling unit.

[0059] Fig. 9 shows a schematic side view of the safety coupling unit in the third embodiment.

[0060] Fig. 10 shows a section A - A through the safety coupling unit in the third embodiment and

[0061] Fig. 11 shows a schematic exploded view of the safety coupling unit in the third embodiment. REC 17580 WO

[0062] Description of the exemplary implementations

[0063] Figure 1 shows a schematic representation of an aircraft seating assembly. The aircraft seating assembly is designed for installation in an aircraft. The aircraft seating assembly is designed as part of an aircraft seat 100a. Figure 1 shows an aircraft seat row 102a, of which the aircraft seat 100a is a part. The aircraft has a direction of flight. The direction of flight runs coaxially to a central axis of an aircraft cabin and is oriented from the rear of the aircraft cabin towards the front. The aircraft seating assembly has a seating direction 40a. The seating direction 40a is arranged parallel to the direction of flight. The aircraft seating assembly has a fixed seat unit 10a. The seat unit 10a is fixedly installed in the aircraft. The seat unit 10a is fixedly connected to a cabin floor of the aircraft. The aircraft seating assembly has a seat base 34a. The seat base 34a forms a seating surface.The seat base 34a is connected to the cabin floor via a seat frame of the seat unit 10a. The seat base 34a can be movable and / or adjustable relative to the seat frame. The aircraft seat assembly includes a backrest unit 12a. The backrest unit 12a includes a backrest 36a. The backrest 36a forms a backrest surface. The backrest unit 12a is pivotally connected to the seat unit 10a. The backrest unit 12a is pivotally connected to the seat unit 10a. The backrest unit 12a is pivotally mounted in the seat unit 10a. The backrest unit 12a has a backrest pivot axis 38a. The backrest pivot axis 38a is arranged perpendicular to the seating direction 40a. The backrest 36a is designed to be rotated section by section about the backrest pivot axis 38a. The backrest 36a is designed to allow the backrest pivot axis 38a to be adjusted between different positions.The backrest unit 12a is configured to perform a safety swivel movement 42a in the event of a triggering event. The triggering event is designed as a crash event. The triggering event could also be designed as a test crash event. The safety swivel movement 42a is directed in the seating direction 40a. The safety swivel movement 42a is designed to provide more space to a passenger seated behind the aircraft seat unit in the event of a triggering event, in order to prevent or at least mitigate an impact of the passenger against the back of the backrest unit 12a located in front of the passenger. The aircraft seat unit has a safety coupling unit 14a. The safety coupling unit 14a is configured to connect the backrest unit 12a to the seat unit 10a. The safety coupling unit 14a is designed to partially decouple the backrest unit 12a from the seat unit 10a.The safety coupling unit 14a is arranged laterally under the seat base 34a. Alternatively, it is also conceivable that the safety coupling unit 14a is arranged centrally under the seat base 34a. The aircraft seat assembly has a further safety coupling unit 14'a. The further safety coupling unit 14'a is arranged on one side of the seat base 34a opposite the first safety coupling unit 14a. The further safety coupling unit 14a is also arranged under the seat base 34a. It is conceivable that the aircraft seat assembly has only one or more than two safety coupling units 14a, 14'a. The safety coupling unit 14a and the further safety coupling unit 14'a are essentially identical in design. It is conceivable that the further safety coupling unit 14'a is a mirror image of the safety coupling unit 14a.The following describes the operating principle using the fuse coupling unit 14a as an example. However, the operating principle of the fuse coupling unit 14a can be applied to any further fuse coupling unit 14'a.

[0064] Figure 2 shows a schematic exploded view of the safety coupling unit 14a in a normal position during normal operation. The safety coupling unit 14a has a buckling element 16a. During normal operation, the buckling element 16a is subjected to a holding force. The holding force acts as a compressive force on the buckling element 16a. During normal operation, the buckling element 16a is free from deformation. The buckling element 16a is not plastically deformed during normal operation. Elastic deformation of the buckling element 16a can occur during normal operation. The buckling element 16a is designed as a buckling element. The buckling element 16a represents a bending bar. The buckling element 16a has a flat shape. The buckling element 16a has the shape of a tensile test specimen. The buckling element 16a could also have a round shape or a comparable shape that would be considered useful by those skilled in the art. The buckling element 16a has a principal extension direction 44a.The main extension direction 44a of the buckling element 16a is arranged parallel to the seating direction 40a of the aircraft. The buckling element 16a points along REC 17580 WO.

[0065] The buckling element 16a has two lateral engagements in the principal direction 44a. These lateral engagements enable a defined deformation upon buckling of the buckling element 16a. The buckling element 16a is designed as a rod. The rod has a length of [missing information]. This length is arranged parallel to the principal direction 44a. The length is at least three times the width of the rod. The length is at least three times the thickness of the rod. The rod's length is sufficient to allow buckling under compressive stress in the principal direction 44a. The buckling element 16a is designed to absorb the compressive force. The compressive force is arranged parallel to the principal direction 44a. The compressive force is arranged in a longitudinal direction along the buckling element 16a. The bulging element 16a is designed to transfer the holding force from the stationary seat unit 10a to the swiveling backrest unit 12a during normal operation.The backrest unit 12a is rigidly connected to the seat unit 10a via the bulging element 16a. The locking coupling unit 14a has a housing unit 22a. The housing unit 22a is designed to transmit the holding force from the pivoting backrest unit 12a to the bulging element 16a.

[0066] The securing coupling unit 14a has a receiving element 18a. The receiving element 18a is fixedly connected to the backrest unit 12a. The receiving element 18a is fixedly installed in the housing unit 22a. The receiving element 18a is fixedly connected to the backrest unit 12a via the housing unit 22a. The receiving element 18a is rotatably connected to the housing unit 22a in sections. The receiving element 18a is rotatably connected to the housing unit 22a in sections. The receiving element 18a is designed to receive the dent element 16a. The securing coupling unit 14a has a further receiving element 20a. The further receiving element 20a has a pivot axis 46a. The pivot axis 46a is arranged parallel to the backrest pivot axis 38a. The pivot axis 46a is arranged perpendicular to the seating direction 40a.The additional receiving element 20a is connected to the seat unit 10a in sections, allowing rotation about the pivot axis 46a. The additional receiving element 20a is pivotally mounted about the pivot axis 46a in a connecting lever 48a of the seat unit 10a. The additional receiving element 20a is designed to receive the dent element 16a. The receiving element 18a is designed as a counter-support. The receiving element 18a has a rounded groove. The rounded groove has a REC 17580 WO.

[0067] The buckling element 16a has a chamfer at one free end. The free end of the buckling element 16a contacts the receiving element 18a. The chamfer is rounded. The rounded chamfer has a chamfer radius. The groove radius is larger than the chamfer radius. The rounded groove is designed to establish line contact between the receiving element 18a and the buckling element 16a. The line contact is arranged perpendicular to the main extension direction 44a of the buckling element 16a. The line contact runs parallel to the pivot axis 46a. The line contact is designed to pivotally mount the buckling element 16a in the receiving element 18a. The line contact is designed as a bearing axis for the pivotal mounting of the buckling element 16a in the receiving element 18a. The buckling element 16a is arranged between the receiving element 18a and the further receiving element 20a. The buckling element 16a is positively connected to the receiving element 18a.The buckling element 16a is positively connected to the further receiving element 20a. The buckling element 16a is clamped between the receiving element 18a and the further receiving element 20a in such a way that this corresponds to the second Euler buckling case. Alternatively, the buckling element 16a could also be clamped analogously to any of the Euler buckling cases. It is also conceivable, of course, that the further receiving element 20a is designed as the counter-support.

[0068] The buckling element 16a exhibits a buckling force. The buckling force is defined as the maximum compressive force that the buckling element 16a can withstand. The buckling element 16a is designed to buckle when the buckling force is exceeded. The buckling element 16a is designed such that the buckling force is exceeded in the event of activation. The buckling element 16a is designed to deform downwards in the event of activation. The buckling element 16a is designed to deform in a direction corresponding to the mounting plane of the seat unit 10a. The buckling element 16a is designed to buckle towards the cabin floor of the aircraft in the event of activation. The buckling element 16a has a buckling direction 58a. The buckling direction 58a is perpendicular to the seating direction 40a. The buckling direction 58a is directed towards the cabin floor.The buckling element 16a is designed to trigger a safety pivoting movement 42a of the backrest unit 12a in the event of a triggering event. The safety pivoting movement 42a is triggered by a plastic deformation of the buckling element 16a. The safety pivoting movement 42a is triggered by the buckling of the buckling element 16a according to REC 17580 WO. The buckling element 16a is designed to partially absorb the kinetic energy of the backrest unit 12a in the event of a triggering event through plastic deformation. The buckling element 16a is made of a metallic material. The material is steel. The steel contains alloying elements. It is conceivable that the buckling element 16a is made of aluminum, copper, or a comparable material. The material exhibits ductile behavior. The material has isotropic material properties.

[0069] The housing unit 22a comprises a first housing element 26a. The housing unit 22a comprises a further housing element 28a. The first housing element 26a and the further housing element 28a are integrally connected. The first housing element 26a and the further housing element 28a are riveted together. The first housing element 26a and the further housing element 28a could be welded, bonded, or connected in another manner that would be considered appropriate by a person skilled in the art. Alternatively, the housing unit 22a could be formed in one piece. The housing unit 22a has a housing pivot axis 62a. The housing pivot axis 62a is arranged parallel to the backrest pivot axis 38a. The housing pivot axis 62a is movably arranged. The housing pivot axis 62a can be deflected about the backrest pivot axis 38a. The housing pivot axis 62a is arranged below the backrest pivot axis 38a.The housing unit 22a is connected to the swiveling backrest unit 12a in a section-by-section rotationally movable manner. The housing swivel axis 62a is configured to pull the housing unit 22a backwards in a direction opposite to the seating direction 40a during the safety swivel movement 42a.

[0070] The housing unit 22a forms a longitudinal groove 24a. The longitudinal groove 24a has a groove height 64a. The longitudinal groove 24a is designed to guide relative movement along a longitudinal direction of the longitudinal groove 24a between the seat unit 10a and the backrest unit 12a. The longitudinal direction of the longitudinal groove 24a runs in the seating direction 40a. The longitudinal direction of the longitudinal groove 24a runs parallel to the main extension direction 44a of the bulging element 16a. The longitudinal groove 24a has a guide area 60a. The groove height 64a of the longitudinal groove 24a is substantially constant in the guide area 60a. The seat unit 10a has a guide pin 66a. REC 17580 WO

[0071] The guide pin 66a is arranged in the longitudinal groove 24a. In normal operation, the guide pin 66a is located in the guide area 60a of the longitudinal groove 24a. The guide pin 66a is arranged so as to be movable relative to the longitudinal groove 24a. The housing unit 22a is movable relative to the guide pin 66a. The guide pin 66a is configured to guide a longitudinal movement of the housing unit 22a through the longitudinal groove 24a. The guide pin 66a has a diameter. The diameter of the guide pin 66a is essentially the same as the groove height 64a of the longitudinal groove 24a. The longitudinal groove 24a forms a clearance fit between the housing unit 22a and the guide pin 66a in the guide area 60a. The housing unit 22a has an absorption unit 30a. The absorption unit 30a is designed to partially absorb the kinetic energy of the backrest unit 12a in a longitudinal direction of the longitudinal groove 24a.The absorption unit 30a is designed as a tapered section of the longitudinal groove 24a extending in the longitudinal direction of the housing unit 22a. In a region of the absorption unit 30a, the longitudinal groove 24a forms an interference fit between the housing unit 22a and the guide pin 66a. The guide section 60a extends into the absorption unit 30a along the longitudinal direction of the longitudinal groove 24a. The tapered section is designed to be deformed by the guide pin 66a upon activation. Upon activation, the absorption unit 30a decelerates the backrest 36a in the region of the tapered section.

[0072] The safety coupling unit 14a has an adjusting unit 32a. The adjusting unit 32a has a base body 78a. The base body 78a is positively connected to the housing unit 22a. The adjusting unit 32a is designed to adjust the buckling element 16a between the receiving element 18a and the further receiving element 20a without play. The adjusting unit 32a has an adjusting screw. The base body 78a has an adjusting thread. The adjusting thread is designed to adjust the adjusting screw parallel to the main extension direction 44a of the buckling element 16a. The adjusting screw is designed to be screwed into the adjusting thread. The adjusting screw is designed to move the receiving element 18a against the buckling element 16a. The adjusting screw is designed to set a play along the main extension direction 44a of the dent element 16a between the receiving element 18a and the dent element 16a.The adjusting screw is designed to adjust the play along the main extension direction 44a of the dent element 16a between the dent element 16a and the further receiving element 20a. Alternatively or additionally, the adjusting unit 32a is designed to preload the dent element 16a between the receiving element 18a and the further receiving element 20a.

[0073] Figure 3 shows a schematic sectional view of a section of the safety coupling unit 14a. The buckling element 16a has a buckling element centerline 50a. The buckling element centerline 50a is designed as a centerline of the buckling element 16a, which is arranged parallel to the main extension direction 44a of the buckling element 16a. The pivot axis 46a of the further receiving element 20a is arranged at a distance from the buckling element centerline 50a of the buckling element 16a. The buckling element centerline 50a has a shortest distance 54a to the pivot axis 46a. The shortest distance 54a is a maximum of 1.5 mm. The shortest distance 54a is at least 0.5 mm. The pivot axis 46a is positioned above the center line 50a of the buckling element in every operating state to ensure that the buckling element 16a buckles downwards. In its installed state, the buckling element 16a has clearance relative to the further receiving element 20a.The clearance is formed as a gap 52a between the buckling element 16a and the further receiving element 20a. The gap 52a is a maximum of 1 mm. The gap 52a is a minimum of 0.5 mm. The clearance is arranged perpendicular to the buckling element centerline 50a. The clearance is arranged between top and bottom. The clearance is arranged in the buckling direction 58a.

[0074] The locking coupling unit 14a has a spring element 56a. The spring element 56a is configured to pre-tension the further receiving element 20a. The spring element 56a has a spring force. The spring force is arranged perpendicular to the compressive force. The spring force is arranged parallel to the centerline 50a of the buckling element. The spring element 56a is configured to pre-tension the further receiving element 20a downwards. The spring element 50a is configured to pre-tension the further receiving element 20a in the buckling direction 58a. The spring element 56a is configured to force the buckling element 16a into the buckling direction 58a.

[0075] Figure 4 shows the safety coupling unit 14a in a schematic side view in a triggered position. The buckling element 16a is bent over. The buckling element 16a is bulged downwards. The buckling element 16a exhibits plastic deformation. The buckling element 16a is destroyed by the plastic deformation. The guide pin 66a is inserted into the absorption unit 30a. The guide pin REC 17580 WO

[0076] 66a is wedged in the housing unit 22a. The absorption unit 30a has completely absorbed the remaining kinetic energy. It is conceivable that the absorption unit 30a absorbs further forces. For example, the kinetic energy could additionally include acceleration forces from a person, a dummy, luggage, or the like.

[0077] The safety coupling unit 14a includes a locking unit 76a. The locking unit 76a is partially located within the housing unit 22a. The locking unit 76a has a detent element. The detent element is designed to positively lock an end position of the safety pivot movement 42a. The detent element is designed to release a return movement when the detent element is actuated. The locking unit 76a includes a spring element. The spring element is formed by the spring element 56a. However, it is also conceivable that the locking unit 76a has the spring element as an alternative or additional element to the spring element 56a. The spring element is designed to generate a holding force. The spring element is designed to hold the backrest unit 12a forcefully and / or positively after the release event.

[0078] Figure 5 shows a schematic flowchart of a procedure for operating the aircraft seat device.

[0079] In process step 68a, the backrest unit 12a is held in place during normal operation by transferring the holding force from the backrest unit 12a to the seat unit 10a via the buckling element 16a. The buckling element 16a is subjected to compressive stress by the holding force. The buckling element 16a does not undergo plastic deformation during normal operation. It is conceivable that the buckling element 16a could undergo elastic deformation due to the holding force during normal operation.

[0080] In process step 70a, the safety swivel movement 42a of the backrest unit 12a is triggered. The safety swivel movement 42a is triggered in an emergency mode. The emergency mode is triggered by the triggering event. In the triggering event, the backrest unit 12a is thrown forward. Due to the acceleration forces in the triggering event, the buckling force of the buckling element 16a is exceeded. The safety swivel movement 42a is triggered by buckling the buckling element 16a. The buckling element 16a is buckled analogously to the second Euler buckling case. Due to the plastic buckling of the buckling element 16a, a portion of the kinetic energy is absorbed by the buckling element 16a. The buckling element 16a is irreversibly deformed in the triggering event.

[0081] In process step 72a, residual kinetic energy of the backrest unit 12a is absorbed by the absorption unit 30a after the buckling element 16a has buckled. Alternatively, the absorption of the residual kinetic energy by the absorption unit 30a and the triggering of the safety swivel movement 42a could be carried out overlapping or simultaneously. The residual energy is absorbed by the absorption unit 30a by clamping the guide pin 66a in the longitudinal groove 24a. The residual energy is additionally absorbed by the absorption unit 30a by plastically deforming the housing unit 22a. The safety swivel movement 42a is decelerated by the absorption unit 30a. The backrest unit 12a is decelerated by the absorption unit 30a.

[0082] In process step 74a, the locking element is actuated. Actuating the locking element releases the positive locking mechanism. Releasing the positive locking mechanism enables and / or releases the return movement. Actuating the locking element allows the backrest unit 12a to be returned to its original position. The return movement could be performed manually. It is conceivable that the return movement is spring-assisted or performed entirely by the spring force. Alternatively or additionally, the return unit 76a prevents the backrest unit 12a from springing back due to the positive locking mechanism.

[0083] Figures 6-11 show two further embodiments of the invention. The following descriptions and drawings are essentially limited to the differences between the embodiments, whereby, 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 embodiment in Figures 1 to 5. To distinguish the embodiments, the letter "a" is appended to the reference numerals of the embodiment in Figures 1 to 5. In the embodiments of Figures 6-11, the letter "a" is replaced by the letters "b" and "c," respectively.

[0084] Figure 6 shows a schematic exploded view of an alternative safety coupling unit 14b. The alternative safety device 14b has a REC 17580 WO

[0085] Housing unit 22b. Housing unit 22b has an undercut. Alternative locking device 14b has a bulge element 16b. The bulge element 16b has a principal extension direction 44b. Alternative locking device 14b has an alternative receiving element 18b. Alternative locking device 14b has an alternative further receiving element 20b. Alternative locking device 14b has an alternative adjusting unit 32b. The alternative adjusting unit 32b has an alternative base body 78b. The alternative receiving element 18b is formed by the alternative base body 78b. The base body 78b and the alternative receiving element 18b are formed in one piece. The base body 78b has an adjusting thread. The adjusting thread has a minimum angle of approximately 80° to the principal extension direction 44b of the bulge element 16b.Alternatively, the adjusting thread could have an angle of approximately 90°. The adjusting unit 32b has an adjusting screw. The adjusting screw is designed to be screwed through the adjusting thread. The adjusting screw is designed to bear against the housing unit 22b. The alternative base body 78b has a wedge shape. The wedge shape is designed to create an undercut for the adjusting screw to be screwed into an adjusting direction of the base body 78b. The adjusting screw is designed to adjust clearance along the main extension direction 44b of the bulging element 16b between the bulging element 16b and the further receiving element 20b. The adjusting screw is designed to adjust clearance along the main extension direction 44b of the bulging element 16b between the bulging element 16b and the further receiving element 20b.

[0086] Figures 7 to 11 show a third embodiment of an aircraft seating arrangement according to the invention. The aircraft seating arrangement is designed as part of an aircraft seat 100c. Figure 7 shows an aircraft seating row of which the aircraft seat 100c is a part. The aircraft seating row 102c here has, by way of example, two aircraft seats 100c. In principle, it is also conceivable that the aircraft seating row 102c has a different number of aircraft seats 100c. The aircraft seating arrangement has a seating direction 40c. The aircraft seating arrangement has a fixed seat unit 10c. The seat unit 10c forms a mounting unit by means of which the aircraft seating arrangement, in particular the entire aircraft seat 100c, is mounted on a cabin floor. The seat unit 10c is designed to be permanently connected to the aircraft. REC 17580 WO

[0087] Seat unit 10c is permanently attached to the aircraft cabin floor. Seat unit 10c has two seat legs 104c and 106c. The seat legs 104c and 106c are designed to be mounted to the cabin floor, specifically to guide rails in the cabin floor, using fittings. The aircraft seat assembly, shown here as an example, has two transverse elements 108c and 110c. The transverse elements 108c and 110c are connected to the seat legs 104c and 106c. The transverse elements 108c and 110c are designed as transverse tubes. Seat unit 10c has several seat dividers 112c and 114c. Each aircraft seat has two seat dividers 112c and 114c. The seat dividers 112c and 114c are each arranged laterally to a seat section. Seat dividers 112c and 114c laterally define an aircraft seat 100c. Seat dividers 112c and 114c have a generally L-shaped basic form. A horizontal section of seat dividers 112c and 114c extends between transverse elements 108c and 110c.A vertical section extends upwards from the transverse elements 108c, 110c in a rear area. The seat dividers 112c, 114c are connected to the transverse elements 108c, 110c. The aircraft seat assembly has a seat base 34c. The seat base 34c forms a seat surface. The seat base 34c is preferably connected to the seat unit 10c via the seat dividers 112c, 114c.

[0088] The aircraft seat assembly includes a backrest unit 12c. The backrest unit 12c has a pivoting backrest 36c. The backrest 36c forms a backrest surface. The backrest unit 12c is pivotally connected to the seat unit 10c. The backrest unit 12c is pivotally connected to the seat dividers 112c and 114c of the seat unit 10c. The backrest unit 12c has a backrest pivot axis 38c. The backrest unit 12c, i.e., the pivoting backrest 36c, is pivotally mounted about the backrest pivot axis 38c. The seat unit 10c has two pivot pins 116c and 118c, via which the pivoting backrest 36c is connected to the seat dividers 116c and 118c. The bearing bolts 116c, 118c are preferably rigidly connected at a first end to the respective seat divider 116c, 118c. At a second end of the bearing bolts 116c, 118c, the pivotable backrest 36c is pivotably mounted via a bearing.The bearing, which is not shown in detail, is preferably designed as a friction bearing.

[0089] The aircraft seat assembly includes a safety coupling unit 14c. The safety coupling unit 14c is designed to connect the backrest unit 12c to the seat unit 10c. The safety coupling unit 14c is intended to support forces acting on the backrest 36c at the seat unit 10c during normal operation. Forces acting on the pivoting backrest 36c, in particular seat forces, can be transferred via the safety coupling unit 14c into the seat unit, specifically the seat dividers 116c, 118c. The safety coupling unit 14c is designed to partially decouple the backrest unit 12c from the seat unit 10c. The safety coupling unit 14c is arranged laterally to the backrest unit 12c. The safety coupling unit 14c is located on a first side of the backrest unit 12c. The safety coupling unit 14c is located on an outside of the swiveling backrest 36c.The locking coupling unit 14c is arranged on a first side, between the backrest unit 12c and the corresponding facing seat divider 114c. The locking coupling unit 14c is located in a region of the backrest pivot axis 38c. The aircraft seat assembly has a further locking coupling unit 14'c. The further locking coupling unit 14'c is arranged on a side of the backrest 36c opposite the first locking coupling unit 14c. The further locking coupling unit 14'c is arranged on a second side of the backrest unit 12c. The further locking coupling unit 14'c is located on an outer surface of the backrest 36c. The locking coupling unit 14c and the further locking coupling unit 14'c are essentially identical in construction. Preferably, the further locking coupling unit 14'c is a mirror image of the locking coupling unit 14c.The following describes the operating principle using the fuse coupling unit 14c as an example. However, the operating principle of the fuse coupling unit 14c can be applied to any other fuse coupling unit 14'c.

[0090] Figures 8-10 each show a schematic representation of the safety coupling unit 14c in a normal position during normal operation. Figure 11 shows a schematic exploded view of the safety coupling unit 14c in a normal position during normal operation. The safety coupling unit 14c has a base plate element 120c. During normal operation, the base plate element 120c is rigidly connected to the backrest unit 12c. The base plate element 120c is rigidly connected to the pivoting backrest 36c. The base plate element 120c has an upper end that is located in a region of the backrest pivot axis 38c REC 17580 WO. The base plate element 120c extends beyond a bearing point of the backrest 36c, i.e., beyond the backrest pivot axis 38c.The base plate element 120c has a through-hole 122c in the area of ​​the backrest pivot axis 38c, through which the corresponding bearing bolt 116c extends for supporting the backrest 36c. The through-hole 122c is preferably round. The base plate element 120c extends to below a lower end of the pivotable backrest 34c. The base plate element 120c extends to the height of the transverse elements 108c, 110c. The base plate element 120c preferably has a tapered profile at its lower end. The base plate element 120c has a coupling area 124c at its lower end, via which the base plate element 120c can be connected to a locking device by means of which the pivotable backrest 36c can be locked in at least two different positions during normal operation, in particular a comfort position and a TTL position.

[0091] The safety coupling unit 14c has a buckling element 16c. The buckling element 16c is designed to fix the backrest 36c in normal operation. The buckling element 16c is designed to transfer forces acting on the backrest 36c, in particular seat forces, from the backrest 36c into the seat unit 10c in normal operation. The buckling element 16c is designed in normal operation to transfer a holding force from the stationary seat unit 10c to the pivoting backrest unit 12c and, in a triggering event, in particular a crash, to initiate a safety pivoting movement 42c of the backrest unit 12c by means of plastic deformation. The buckling element 16c is subjected to a holding force in normal operation. The holding force acts as a compressive force on the buckling element 16c. The buckling element 16c is free from deformation in normal operation. The buckling element 16c is not plastically deformed during normal operation.Elastic deformation of the buckling element 16c can occur during normal operation. The buckling element 16c is designed as a buckling element. The buckling element 16c represents a bending bar. The buckling element 16c is designed as a flat plate. The buckling element 16c has a curved shape. The buckling element 16c preferably extends circumferentially around the backrest pivot axis 38c. The buckling element 16c has one of the...

[0092] The inner side facing the backrest pivot axis 38c has a semicircular profile, the center of which is preferably located in the backrest pivot axis REC 17580 WO

[0093] The bulging element 16c has an outer surface facing away from the backrest pivot axis 38c, which has a semicircular profile, the center of which is preferably located on the backrest pivot axis 38c. The bulging element 16c has a connection area 124c on its first side, via which the bulging element 16c can be firmly connected to the base plate element 120c. The connection area 124c preferably has several through holes 122c through which connecting means for fastening the bulging element 16c to the base plate element 120c are guided. By way of example, the connection area 124c of the bulging element 16c has three through holes 122c. The bulging element 16c has a support area 126c on a second side opposite the first side. The support area 126c is formed by an indentation in the side surface on the second side of the buckling element 16c.The support area 126c is designed to allow a force derived from the backrest 36c to be introduced into the buckling element 16c.

[0094] The safety coupling unit 14c includes an absorption element 128c. The absorption element 128c is designed to absorb kinetic energy of the backrest 36c in the event of a triggering event. The absorption element 128c is designed to convert kinetic energy of the backrest 36c in the event of a triggering event, in particular into forming and / or heat energy. The absorption element 128c is designed as a sheet metal component. The absorption element 128c has a curved shape. The absorption element 128c has an inner surface facing the backrest pivot axis 38c, which has a semicircular profile, the center of which is preferably located in the backrest pivot axis 38c. The absorption element 128c has an outer surface facing away from the backrest pivot axis 38c, which has a semicircular profile, the center of which is preferably located in the backrest pivot axis 38c.The absorption element 128c has a connection area 130c on its first side, via which the absorption element 128c can be firmly connected to the base plate element 120c. The connection area 130c preferably has several through-holes 122c through which connecting means for fastening the absorption element 128c to the base plate element 120c are guided. The connection area 130c of the absorption element 128c is preferably designed equivalently to the connection area 124c of the buckling element 16c. The buckling element 16c REC 17580 WO and the absorption element 128c are connected to the base plate element 120c via their respective connection areas 124c and 128c using corresponding fastening means.

[0095] The absorption element 128c has a deformation slot 132c. The deformation slot 132c is designed to be deformed in the event of a triggering event. The deformation slot 132c is designed to be bent open in the event of a triggering event. The deformation slot 132c is designed to absorb kinetic energy of the backrest 36c in the event of a triggering event. In the event of a triggering event, the deformation slot 132c is deformed, i.e., bent open, to absorb kinetic energy of the backrest 36c. The deformation slot 132c is curved. The deformation slot 132c has a center line that has a semicircular profile, the center of which is preferably located on the backrest pivot axis 38c. The deformation slot 132c has a tapered profile. The deformation slot 132c has a cross-section that tapers towards the first side of the absorption element 128c.The deformation slot 132c has a comet shape. On its side facing the second side of the absorption element 128c, the deformation slot 132c has a normal holding area 134c. The normal holding area 134c forms a second end of the deformation slot 132c. The deformation slot 132c has a tapered section 136c that extends from the normal holding area 134c to a first end of the deformation slot 132c. In the tapered section 136c, the deformation slot 132c tapers in a curved shape until its side edges converge. Preferably, the deformation slot 132c can have different contours. Preferably, the deformation slot 132c can have a tapered and then widening contour. Furthermore, the absorption element 128c can have different material thicknesses in different areas.This allows, in particular, the force required to deform the deformation slot 132c to be varied in different areas of the absorption element 128c. This allows, in the event of a triggering event, especially a crash, the forward displacement of the backrest unit 36c to be advantageously adjusted.

[0096] The absorption element 128c has a further connection area 138c on its second side, via which the absorption element 128c can be firmly connected to the base plate element 120c. The connection area 138c preferably has several through-holes 122c, through which connecting means for fastening the absorption element 128c to the base plate element 120c are guided. Via the connection area 130c and the further connection area 138c, the absorption element 128c is firmly connected to and clamped to the base plate element 120c at both ends.

[0097] The base plate element 120c has a first connection area 146c. The buckling element 16c and the absorption element 128c are connected to the base plate element 120c via the first connection area 146c. The buckling element 16c and the absorption element 128c are connected to the base plate element 120c via their first connection areas 124c and 130c, respectively, via the first connection area 146c. The buckling element 16c and the absorption element 128c are mounted together on the first connection area 146c using the same fasteners. Preferably, the connection area 146c has several fasteners. Preferably, the connection area 146c has fasteners designed as threaded holes. It would also be conceivable, in principle, for the connection area 146c of the base plate element 120c to have fasteners designed as through holes. The first connection area 146c has a support element 148c.The support element 148c is designed as a raised section. The support element 148c is designed as a raised rib. The support element 148c is intended to provide support for the buckling element 16c and the absorption element 128c when assembled. The support element 148c at least partially encloses the connection areas 124c and 130c of the buckling element 16c and the absorption element 128c.

[0098] The locking coupling unit 10c has a retaining bolt 140c. The retaining bolt 140c has a diameter larger than the width of the deformation slot in its tapered area. The retaining bolt 140c is designed to transmit a force from the backrest 26c to the buckling element 16c. The retaining bolt 140c is fixedly connected to the backrest 34c at one end. The retaining bolt 140c is also fixedly attached to the lower end of the backrest 34c. The backrest 34c has a receptacle 142c at its lower end in which the retaining bolt 140c is secured. The retaining bolt 140c is preferably secured by locking elements in the receptacle 142c of the backrest 36c. The retaining bolt 140c extends laterally outwards through the backrest 36c. REC 17580 WO

[0099] Retaining bolt 140c extends outwards towards the corresponding seat divider 114c. The retaining bolt 140c extends through the base plate element 120c. The base plate element 120c has a through-hole 150c through which the retaining bolt 140c extends. The through-hole 150c is curved. The through-hole 150c is kidney-shaped. The retaining bolt 140c extends beyond the dent element 16c. The retaining bolt 140c is located in the support area 126c of the dent element 16c. The retaining bolt 140c is designed to transmit a force into the dent element 16c via the support area 126c. The retaining bolt 140c is designed to support forces acting on the backrest 36c via the support area 126c at the buckling element 16c. In the event of a triggering event, forces are introduced into the buckling element 16c via the retaining bolt 140c and the support area 126c, causing the buckling element 16c to deform plastically.Preferably, the retaining bolt 140c has a tapered section 144c in the area where it is in contact with the absorption element 128c and the buckling element 16c. The tapered section 144c allows the retaining bolt 140c to be advantageously guided along the absorption element 128c and the buckling element 16c.

[0100] The retaining bolt 140c extends through the absorption element 128c. The retaining bolt 140c extends through the deformation slot 132c of the absorption element 128c. In a normal operating state, the retaining bolt 140c is located in the normal holding area 134c. The retaining bolt 140c is designed to deform the deformation slot 132c in the event of a trigger event caused by movement of the backrest 36c. The retaining bolt 140c is designed to bend open the tapered section 136c of the deformation slot 132c in the event of a trigger event caused by pivoting of the backrest 36c. The tapered section 144c is designed to be deformed by the retaining bolt 140c in the event of a trigger event. In the event of activation, the absorption element 128c decelerates the backrest 36c in the area of ​​the tapered section 136c of the deformation slot 132c. Reference numeral

[0101] 10 seat units

[0102] 12 Backrest unit

[0103] 14 Safety coupling unit

[0104] 16 buckling element

[0105] 18 Recording element

[0106] 20 recording element

[0107] 22 Housing unit

[0108] 24 longitudinal groove

[0109] 26 Housing element

[0110] 28 Housing element

[0111] 30 absorption units

[0112] 32 setting unit

[0113] 34 Seat floor

[0114] 36 Backrest

[0115] 38 Backrest swivel axis

[0116] 40 Seating direction

[0117] 42 Safety swivel movement

[0118] 44 Main direction of extension

[0119] 46 Swivel axis

[0120] 48 connecting levers

[0121] 50 Buckling element centerline

[0122] 52 distance

[0123] 54 distance

[0124] 56 spring element

[0125] 58 Buckling direction

[0126] 60 Management area

[0127] 62 Housing swivel axis

[0128] 64 Groove height guide bolt

[0129] Procedure step

[0130] Procedure step

[0131] Procedure step

[0132] Procedure step

[0133] Locking unit

[0134] basic body

[0135] Airplane seat

[0136] aircraft seat row

[0137] seat base

[0138] seat base

[0139] Cross element

[0140] Cross element

[0141] Seat divider

[0142] Seat divider

[0143] Bearing bolt

[0144] Bearing bolt

[0145] Base plate element

[0146] Through hole

[0147] Connection area

[0148] support area

[0149] Absorption element

[0150] Connection area

[0151] Deformation slot

[0152] Normal holding range

[0153] Rejuvenation area

[0154] Connection area retaining bolt receptacle tapering connection area support element through-hole

Claims

REC 17580 WO December 12, 2025 Claims 1. Aircraft seating device with a fixed seat unit (10a; 10b; 10c), with a backrest unit (12a; 12b; 12c) pivotably connected to the seat unit (10a; 10b; 10c) and with at least one locking coupling unit (14a; 14b; 14c) which is configured to connect the backrest unit (12a; 12b; 12c) to the seat unit (10a; 10b; 10c), characterized in that the at least one locking coupling unit (14a; 14b; 14c) has at least one buckling element (16a; 16b; 16c) which is configured to exert a holding force from the fixed seat unit (10a; 10b; 10c) to the pivotable backrest unit (12a; 12b; 12c) to transfer and in a triggering event, in particular a crash event, to trigger a safety pivoting movement (42a; 42b; 42c) of the backrest unit (12a; 12b;12c) by means of plastic deformation.

2. Aircraft seat device according to claim 1, characterized in that the buckling element (16a; 16b; 16c) is configured to at least partially absorb a kinetic energy of the backrest unit (12a; 12b; 12c) in the event of triggering through plastic deformation.

3. Aircraft seat device according to claim 1 or 2, characterized in that the securing coupling unit (14a; 14b) has a receiving element (18a; 18b) which is fixedly, preferably at least partially rotatable, connected to the backrest unit (12a; 12b) and which is configured to receive the dent element (16a; 16b).

4. Aircraft seat device according to claim 3, characterized in that the receiving element (18a; 18b) is designed as a counterholder with a rounded groove which is configured to establish at least substantially a line contact between the receiving element (18a; 18b) and the denting element (16a; 16b).

5. Aircraft seat device according to claim 3 or 4, characterized in that the securing coupling unit (14a; 14b) has at least one further receiving element (20a; 20b) which is rotatably connected to the seat unit (10a; 10b) at least partially about a pivot axis (46a; 46b) of the further receiving element (20a; 20b) and which is configured to receive the dent element (16a; 16b).

6. Aircraft seat device according to claim 5, characterized in that the at least one bulge element (16a; 16b) is arranged between the receiving element (18a; 18b) and the at least one further receiving element (20a; 20b).

7. Aircraft seat device according to one of the preceding claims, characterized in that the buckling element (16a; 16b; 16c) is designed as a rod which is designed to absorb a compressive force and to buckle when a buckling force is exceeded, in particular in the event of triggering.

8. Aircraft seat device according to one of the preceding claims, characterized in that the buckling element (16a; 16b) is arranged to be deformed downwards in the event of triggering, in particular at least substantially in the direction of an installation plane of the seat unit (10a; 10b).

9. Aircraft seat device according to one of the preceding claims, characterized in that the pivot axis (46a; 46b) of the further receiving element (20a; 20b) is arranged spaced apart from a buckling element center line (50a; 50b) of the buckling element (16a; 16b) in order to ensure that the buckling element (16a; 16b) buckles downwards. REC 17580 WO 10. Aircraft seat device according to one of the preceding claims, characterized in that the securing coupling unit (14a; 14b) has at least one housing unit (22a; 22b) which forms at least one longitudinal groove (24a; 24b) which is configured to guide a relative movement between the seat unit (10a; 10b) and the backrest unit (12a; 12b), preferably along a longitudinal direction of the longitudinal groove (24a; 24b).

11. Aircraft seat device according to claim 10, characterized in that the housing unit (22a; 22b) is connected to the pivotable backrest unit (12a; 12b) at least partially in a rotationally movable manner.

12. Aircraft seat device according to claim 10 or 11, characterized in that the housing unit (22a; 22b) has at least one absorption unit (30a; 30b) which is configured to absorb at least part of the kinetic energy of the backrest unit (12a; 12b), preferably in a longitudinal direction of the longitudinal groove (24a; 24b).

13. Aircraft seat device according to claim 12, characterized in that the absorption unit (30a; 30b) is designed as a tapering of the longitudinal groove (24a; 24b) extending in the longitudinal direction of the housing unit (22a; 22b).

14. Aircraft seat device according to one of the preceding claims, characterized in that the securing coupling unit (14a; 14b) has an adjustment unit (32a; 32b) which is configured to pre-tension the buckling element (16a; 16b) between the receiving element (18a; 18b) and the at least one further receiving element (20a; 20b) or at least to adjust it to be substantially free of play.

15. Aircraft seat device according to one of the preceding claims, characterized in that the safety coupling unit (14a; 14b) has at least one locking unit (76a; 76b) which is configured to lock the backrest unit (12a; 12b) in a triggered end position of the backrest unit (12a; 12b) after the triggering event. REC 17580 WO 16. Aircraft seat device according to one of the preceding claims, characterized in that the securing coupling unit (14c) is arranged in the vicinity of a backrest pivot axis (38c).

17. Aircraft seat device according to one of the preceding claims, characterized in that the safety coupling unit (14c) has an absorption element (128c) which has a deformation slot (132c), in particular a curved one, which is provided to absorb at least part of the kinetic energy of the backrest unit (12c) in the event of a triggering event.

18. Method for the regular operation of an aircraft seat device according to one of the preceding claims, characterized in that the backrest unit (12a; 12b; 12c) is held in a process step (68a; 68b) by transferring the holding force via the buckling element (16a; 16b; 16c) from the backrest unit (12a; 12b; 12c) to the seat unit (10a; 10b), wherein the buckling element (16a; 16b; 16c) is at least substantially free from deformation in the process step (68a; 68b).

19. Method for emergency operation, in particular in the event of a triggering, of an aircraft seat device according to one of the preceding claims, characterized in that in a further method step (70a; 70b), in particular in the event of a triggering, the safety pivoting movement (42a; 42b) of the backrest unit (12a; 12b; 12c) is triggered by buckling the buckling element (16a; 16b; 16c).

20. Method according to claim 17, characterized in that in a further method step (72a; 72b) the absorption unit (30a; 30b) absorbs residual kinetic energy of the kinetic energy of the backrest unit (12a; 12b) during and / or after the buckling of the buckling element (16a; 16b).

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