Seat device, in particular aircraft seat device

Abstract

The invention relates to a seat device, in particular an aircraft seat device, for mounting in an aircraft, comprising a stand unit (14a; 14b), which has two mutually spaced seat feet (16a, 18a; 16b, 18b); a seat main part (30a; 30b), which has a seat base (32a; 32b) and a backrest (34a; 34b), the seat main part (30a; 30b) being connected, in lateral regions (36a, 38a; 36b, 38b), to the two seat feet (16a, 18a; 16b, 18b); a bearing unit (40a; 40b) which pivotally connects the seat main part (30a; 30b), in an upper region, to the seat feet (16a, 18a; 16b, 18b) and by means of which the seat main part (30a; 30b) can be pivoted between an upright sitting position and a maximum comfort position; and a locking device (42a; 42b), which is designed to lock the seat main part (30a; 30b) at least in the upright sitting position and in the comfort position, the locking device (42a; 42b) having at least one actuator (44a; 44b), which is connected below the seat base (32a; 32b) of the seat main part (30a; 30b) and is designed to support an adjustment of the seat main part (30a; 30b) in the direction of the comfort position.

Description

[0001] December 17, 2025

[0002] Seating device, in particular aircraft seating device

[0003] State of the art

[0004] The invention relates to a seating device according to the preamble of claim 1. A seating device, in particular an aircraft seating device, for mounting in an aircraft, with a mounting unit having two seat feet spaced apart from each other, has already been proposed.

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

[0006] Advantages of the invention

[0007] According to the invention, a seating device, in particular an aircraft seating device, for mounting in an aircraft is proposed, comprising a mounting unit having two spaced-apart seat feet, a seat base comprising a seat floor and a backrest, wherein the seat base is connected to the two seat feet in lateral regions, a bearing unit pivotably connecting the seat base to the seat feet in an upper region and enabling the seat base to pivot between an upright sitting position and a maximum comfort position, and a locking device designed to lock the seat base at least in the upright sitting position and in the comfort position, wherein the locking device has at least one actuator connected below the seat floor of the seat base and designed toto support adjustment of the seat base towards the comfort position. REC 17581 WO,

[0008] The term "aircraft" is preferably understood to mean an aircraft designed for vertical takeoff and landing, such as an eVTOL or a helicopter. An "eVTOL" is preferably understood to mean an aircraft, particularly one powered electrically, capable of vertical takeoff and landing. The abbreviation "eVTOL" stands for "electric Vertical Take-Off and Landing." The aircraft has a passenger cabin, which forms a passenger interior and includes a cabin floor on which an aircraft seat can be mounted. An aircraft seat can be configured as a standard passenger seat or as a pilot's seat.

[0009] The term "seating assembly" preferably refers to at least a part, for example, a subassembly, of a seat, particularly an aircraft seat. In principle, it would also be conceivable for the seating assembly to essentially or completely constitute the seat, particularly the aircraft seat. An "aircraft seat" is understood to be a seat for a passenger or pilot of an aircraft, designed to be mounted on the cabin floor of an aircraft. The aircraft seat is preferably designed as a single seat mounted on a frame alongside other aircraft seats also designed as single seats. The aircraft seat is not designed as part of a row of seats with several aircraft mounted side-by-side. An aircraft seat can be designed as a passenger seat only or as a pilot seat.The aircraft seat preferably comprises a seat base with a seat base forming a seating area for a passenger and a backrest providing a support surface against which a passenger seated in the aircraft seat can rest their back. The aircraft seat can preferably be mounted in the passenger cabin facing either in one direction of flight or opposite to the direction of flight. Furthermore, the aircraft seat includes a mounting unit by which the aircraft seat is mounted on a cabin floor and to which the other components, such as the seat base and the backrest, are attached.

[0010] A "seat body" is understood to be a unit comprising the seat base and the backrest of the seat. The seat base and the backrest are preferably formed jointly by the seat body. The seat body is preferably formed by a seat shell that jointly forms the seat base and the backrest. The seat body designed as a seat shell may be found in REC 17581 WO.

[0011] The backrest and seat base are preferably made of a fiber-reinforced composite material, such as CFRP or GFRP. However, it is also conceivable that the backrest and seat base are designed as separate components and joined together during assembly of the seat. In this case, the seat body could have a base structure to which both the backrest and seat base are mounted. For example, the base structure could have one or more support elements to which the seat base and backrest are mounted. Alternatively, the seat base could be directly attached to a lower end of the backrest. Preferably, the seat base is rigidly connected to the backrest. However, it is also conceivable that the seat base is pivotally mounted relative to the backrest, allowing it to be folded down against it, for example.This could make it easier to get into the aircraft.

[0012] A "mounting unit" is preferably understood to be a basic structure of the seat that forms a load-bearing structure for the seat. The seat is connected to a mounting surface, in particular the cabin floor of the aircraft, via the mounting unit. The mounting unit preferably has at least two seat feet designed for mounting on the cabin floor. The mounting 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 mounting unit forms a load-bearing frame for the seat. It would also be conceivable, in principle, for the mounting unit to be rigidly attached to differently designed fastening elements via fasteners, for example, mounting holes or other force-fit and / or positive-locking elements.A "bearing unit" is preferably understood to be a unit by which an element, in particular the seat base, is pivotably connected to another element, in particular a seat base, by means of a sliding bearing or a rolling bearing. An "upper region of the seat base" is preferably understood to be an upper end, in particular the uppermost 100 mm, more preferably the uppermost 50 mm. An "upright seating position" is understood to be a maximally upright seating position of the seat, in which the seat exhibits a maximally upright posture. If the seat is designed as an aircraft seat, the upright seating position is preferably defined as REC 17581 WO.

[0013] The seat is designed in a position that must be assumed for safety reasons, particularly during takeoff, landing, and turbulence. This upright position is a so-called TTL (Taxi, Takeoff, Landing) position. In this position, the backrest is preferably essentially perpendicular to the plane of the support. Preferably, the backrest is at an angle of 100 to 105 degrees to the plane of the support. A "maximum comfort position" is understood to mean, in particular, a rearward-tilted seat in which at least the backrest is tilted backward in the opposite direction of travel, thus providing a comfortable, rearward-tilted seating position for the passenger. In this comfort position, the seat base, which is rigidly connected to the backrest, is inclined upward at one front end.If the seat base is designed to pivot relative to the backrest, it is conceivable that the seat base does not pivot when adjusting between the upright sitting position and the maximum comfort position, or that it pivots at a different angle than the backrest. In the maximum comfort position, the backrest and the seat base can have a different, and preferably a larger, angle to each other than in the upright sitting position (TTL position). In the comfort position, the backrest is pivoted backward from a maximum upright sitting position by at least 3 degrees, preferably at least 5 degrees, and particularly preferably by more than 8 degrees. A "locking device" is preferably understood to be a mechanism for fixing a movable component of the seat, such as, in particular, the seat base, in different positions relative to a mounting structure, especially a stand unit.

[0014] The term "actuator" is preferably understood to mean a mechanical and / or electrical actuator designed to exert an actuating force in an actuated state. Preferably, the actuator is designed as a gas spring. It is also preferably conceivable that the actuator is designed as a mechlock. "Arranged below the seat base" means that an element, such as, in particular, the at least one actuator, is arranged on an underside opposite the upper surface of the seat base, which forms a seating surface. "Provided for" means, in particular, specially designed and / or equipped. This includes the fact that an object is provided for a specific function (REC 17581 WO).

[0015] "is" should be understood in particular to mean that the object fulfills and / or performs this specific function in at least one application and / or operating state.

[0016] An embodiment according to the invention advantageously provides a particularly comfortable and variably adjustable seat, especially for an aircraft. In particular, a seat, especially an aircraft seat, can be provided that offers particularly easy adjustment between an upright sitting position and a comfort position.

[0017] It is further proposed that the seat assembly include an impact protection device designed to dampen the downward movement of the seat base towards a mounting plane in the event of a downward load. An "impact protection device" is preferably understood to be a device designed to at least partially decouple the seat base from a fixed seat component, particularly a mounting unit of the seat, in the event of a crash, especially due to acceleration forces acting on the seat base, in order to permit movement, particularly downward movement, towards a mounting plane. Preferably, the impact protection device is designed to allow a linear movement of the backrest by a defined maximum adjustment of at least 120 mm.Preferably, the maximum downward adjustment of the seat base in the event of a trigger event can be between 100 mm and 150 mm, preferably between 130 mm and 140 mm. The impact protection device comprises at least one impact protection module. Preferably, the impact protection device comprises two impact protection modules arranged on opposite sides of the seat base. Each of the impact protection modules is functionally positioned between a seat leg and the seat base.

[0018] Preferably, the impact protection device includes an absorption element that absorbs and converts the kinetic energy of the seat base. An impact protection module preferably includes at least one absorption element designed to absorb kinetic energy of the seat base during adjustment upon activation of the impact protection device and to convert it into another form of energy, such as, in particular, deformation energy, thermal energy, and / or fluid energy. Preferably, the absorption element is designed to absorb kinetic energy of the seat base in REC 17581 WO

[0019] to convert deformation energy. Through linear displacement of the seat base and / or energy absorption by the absorption element, the impact protection module is designed to reduce impact forces. The impact protection device is intended to minimize forces on a passenger or crash test dummy seated in the aircraft seat during a crash or crash test. The absorption element is preferably designed as a deformation element. A "deformation element" is preferably understood to be an element that plastically deforms in an overload situation, i.e., in a situation where a force acting on the deformation element exceeds a limiting force. In a normal operating state, the absorption element designed as a deformation element is dimensionally stable and designed to transmit forces. The deformation element is preferably designed as a deformation plate.A deformation plate is preferably designed as a flat, dimensionally stable sheet metal intended to be plastically deformed under a defined load. The deformation element can preferably be made of a metal sheet or a ductile material. A "down load case" is preferably understood to be a load case in which an acceleration force of 30G acts on the seat in a vertical downward direction, i.e., towards a mounting plane. The down load case can preferably be achieved in a crash test carried out during the seat's certification process. A down load case can also occur during a crash of the aircraft in which the seat units are mounted. This allows for a seat unit with particularly advantageous safety in a crash scenario.

[0020] Furthermore, it is proposed that the bearing unit and the locking device move downwards in the event of a downward load. Preferably, the bearing unit, via which the seat base is connected to the mounting unit, and thus also the locking device attached to the seat base, is slidably mounted on the mounting unit. The bearing unit itself is movably mounted in the vertical direction. This allows the impact protection device to be particularly advantageously integrated into the seat assembly with a bearing unit for pivotally mounting the seat base. REC 17581 WO

[0021] It is further proposed that the actuator be designed as a mechlock or a gas spring. A "mechlock" is preferably understood to be a linearly extendable, mechanically lockable spring mechanism, which is preferably lockable in any position mechanically, in particular by means of a mechanical spring. A mechlock preferably has two bearing elements that are linearly displaceable relative to each other along a displacement axis between a minimum position and a maximum position. These bearing elements can be locked in the minimum position, the maximum position, and steplessly in intermediate positions by means of a spring element. The bearing elements are preferably frictionally locked by means of the spring element. One bearing element is preferably designed as a cylinder, and the other as a bearing rod displaceably mounted in the cylinder. The spring element can preferably be designed as a coil spring.Preferably, the locking device has only one actuator, which is preferably arranged centrally between the two seat legs. In an alternative embodiment, the locking device has two actuators. For example, one actuator could be arranged directly next to each seat leg. It is also conceivable that the actuator could be an electric actuator, such as a spindle drive. This would allow the actuator to be designed particularly advantageously for adjusting the seat base.

[0022] Furthermore, it is proposed that the actuator be arranged transversely, centrally on the seat base of the seat body. "Transverse direction" is preferably understood to mean a direction orthogonal to the seating direction. "Centrally arranged" is preferably understood to mean in a central region between the lateral ends of the seat base, wherein the central region is defined by a radius of 10 cm, preferably 5 cm, and particularly preferably 2 cm around the exact center. Preferably, the actuator is arranged transversely exactly in the middle between the lateral ends of the seat base. "Arranged on the seat base of the seat body" can preferably be understood to mean directly or indirectly connected. Preferably, the actuator is indirectly connected to the underside of the seat base via a transmission element. The transmission element is preferably fixed to the underside of the seat base.The transmission element can preferably be designed as a shell element. In its assembled state, the actuator is fixed to the transmission element via a connecting flange (REC 17581 WO).

[0023] connected. In principle, it would also be conceivable to connect the actuator directly to the underside of the seat base via a connecting flange. This allows the actuator to be attached to the seating mechanism, particularly to the seat base, in a particularly advantageous way.

[0024] It is further proposed that the bearing unit be designed to pivot the seat base between the upright sitting position and the maximum comfort position by a pivot angle between 1 degree and 15 degrees. Preferably, the pivot angle by which the seat base can be pivoted is between 2 degrees and 10 degrees, particularly preferably between 3 degrees and 6 degrees, and in a particularly preferred embodiment between 3.5 degrees and 5 degrees.

[0025] For example, the swivel angle by which the seat base can be pivoted can be 3.5 degrees. This allows the seat to be swiveled particularly advantageously between the comfort position and the upright sitting position, thus making it especially comfortable.

[0026] Furthermore, it is proposed that the locking device includes a transverse element to which the actuator is attached and which is designed to transmit support forces to both seat legs. A "transverse element" is preferably understood to be an element that extends in the transverse direction. The transverse element is designed as a support extending in the transverse direction. This allows the actuator to be integrated into the seat particularly advantageously.

[0027] It is further proposed that the locking device comprises two intermediate elements, each connected at a first end to one side of the transverse element and at a second end to the respective seat base in the area of ​​the bearing unit. An "intermediate element" is preferably understood to be an element designed to connect two spaced-apart elements. The intermediate elements are intended to bridge a gap between two elements to be connected, i.e., a gap between the transverse element and the respective seat base. An intermediate element is preferably designed as a support. An intermediate element is preferably formed from a plate-like element, preferably a thin-walled metal sheet or a thin-walled fiber-reinforced composite panel (e.g., CFRP, GFRP). The intermediate element is designed to transmit forces between the transverse element and REC 17581 WO

[0028] The seat base is provided for. This allows the cross element to be attached particularly easily and the locking device to be designed particularly advantageously.

[0029] Furthermore, it is proposed that the intermediate elements be connected to the bearing unit, the transverse element, and the impact protection device. This allows for particularly advantageous integration of the intermediate elements.

[0030] It is further proposed that the locking device be designed to lock the seat base in stepless intermediate positions. "Stepless intermediate positions" are preferably understood to mean any angular position of the seat base between the upright sitting position and the maximum comfort position, in which the seat base can be locked in a fixed position. This allows the aircraft seat to be designed for maximum comfort, as it can be adjusted in a variety of ways by the passenger.

[0031] Furthermore, it is proposed that the locking device includes an actuating module by means of which the actuator can be actuated by an operator. An "actuating module" is preferably understood to be a module that has at least one actuating element that can be operated by an operator, in particular manually, by means of which the actuator can be actuated, i.e., switched from an unactuated state to an actuated state. The actuating element of the actuating module can be directly connected to the actuator. Preferably, the actuating element can also be coupled to the actuator via a transmission element and arranged at a position remote from the actuator. For example, the actuating element could be designed as a pull element, in particular a pull strap or a pull loop. The actuating element designed as a pull element could be directly connected to the actuator.In principle, an indirect connection via a linkage, a gearbox, or a Bowden cable would also be conceivable. It would also be conceivable for the actuating element to be designed as a pressure element, in particular a push button, or a rotary element, in particular a rotary knob, which is functionally connected to the actuator directly or indirectly via a linkage, a gearbox, or a Bowden cable. This would allow the locking device to be operated particularly easily.

[0032] It is further proposed that the actuating module includes a Bowden cable and an actuating element for actuating the Bowden cable, via which the actuator of REC 17581 WO

[0033] The locking device can be operated by a passenger seated in the seat. An "actuating element" is preferably understood to be a push button, a rotary element, a pull element, or a similarly operable element that transmits an operating force exerted by an operator to the Bowden cable. This allows the locking device to be operated particularly easily by a passenger.

[0034] It is further proposed that the seat assembly include a height adjustment device by which the seat base is connected to the seat feet in a height-adjustable manner. The height adjustment device comprises a gear unit by means of which the seat base can be continuously adjusted between a lower and an upper position. The gear unit includes two adjustment gears, each functionally arranged on one side of the seat base between the seat base and the respective seat foot. A "height adjustment device" is understood to be a device by means of which the aircraft seat, i.e., the seat base, can be adjusted in height relative to the mounting unit and thus also relative to the mounting plane. The height adjustment device is designed to continuously adjust the height of the seat base relative to the mounting plane.The height adjustment device allows the seat base to be locked in different positions. The device is designed to be operated by a person, preferably someone seated on the aircraft seat, enabling the seat base to be adjusted in height. The device is designed to move the seat base between its lower and upper positions by a vertical adjustment range. The height adjustment device preferably mounts the seat base for a vertical adjustment range of between 150 mm and 20 mm, preferably between 100 mm and 40 mm, and in an advantageous embodiment, 50 mm.In its lower position, the seat base preferably has a minimum height to the cabin floor between 320 mm and 380 mm, preferably, for example, 365 mm. In its upper position, the seat base preferably has a maximum height to the cabin floor between 365 mm and 470 mm, preferably, for example, 420 mm. The height of the seat base relative to the mounting plane is measured at a front end of the seat base. The height of the seat base is measured at the front end of the seat base orthogonal to the mounting plane. The height adjustment device is designed to move the seat base along a sliding axis by a maximum adjustment range of 52 mm between its lower and upper positions.Preferably, the maximum adjustment range by which the seat base can be adjusted relative to the seat base by means of the height adjustment device is between 152 mm and 22 mm. The sliding axis is preferably aligned in a longitudinal direction of an obliquely oriented upper section of the seat feet of the support unit. The sliding axis, along which the seat base is slidably mounted by means of the height adjustment device, is obliquely oriented to a vertical, in particular a vertical perpendicular to the support plane. Due to the oblique orientation of the sliding axis, the maximum adjustment range by which the seat base can be slidably mounted relative to the support unit by means of the height adjustment device is greater than the maximum height adjustment range by which the seat base is adjusted relative to the support plane.When the seat base is adjusted using the height adjustment device, the angled orientation of the sliding axis moves the seat base forward or backward in both its height and its horizontal position. When adjusted downwards, towards the mounting surface, the seat base moves towards a front end of the mounting unit, particularly the seat feet. When adjusted upwards, away from the mounting surface, the seat base moves towards a rear end of the mounting unit, particularly the seat feet. An "adjustment mechanism" is preferably understood to be a mechanism that converts a drive movement, preferably a rotational movement of an element, into an adjustment movement, particularly a linear adjustment movement along an adjustment axis of another mechanism element of the adjustment mechanism.

[0035] The adjustment mechanisms are designed as self-locking spindle drives. A "spindle drive" is preferably understood to be a mechanical drive designed to convert a rotational motion into a linear motion and comprising at least one threaded spindle and a drive element mounted on the threaded spindle. A "self-locking spindle drive" is preferably understood to be a mechanical drive comprising at least one REC 17581 WO

[0036] The device comprises a threaded spindle with an external thread and a gear element (nut) mounted on the threaded spindle, which has an internal thread. The friction between the external thread of the threaded spindle and the internal thread of the gear element is so high that it cannot rotate back on its own under load. This means that movement of the gear element can only occur through active force application, i.e., active driving of the spindle. This allows for a particularly advantageous design of the adjustment mechanism, especially for achieving simple locking of the height adjustment device in a non-actuated state.

[0037] Preferably, the two adjustment mechanisms have opposite directions of rotation. This means that the adjustment mechanisms must rotate in the same direction to adjust the gear element, which is slidably mounted on the threaded spindle, while the threaded spindles of the two adjustment mechanisms must rotate in opposite directions. This allows the aircraft seat to be designed to be particularly comfortable, as it is especially easy for a passenger to adjust.

[0038] Preferably, the impact protection device is integrated into the height adjustment device. Preferably, the gear unit has an actuating gear designed to adjust the two adjustment gears synchronously. An "actuating gear" is preferably understood to be a gear that transmits an actuating force, in particular an actuating movement, from a drive element to the adjustment gears.

[0039] Furthermore, it is proposed that the impact protection device be integrated into the height adjustment device. This would allow the impact protection device to be integrated into the aircraft seat particularly easily and advantageously.

[0040] The seating device according to the invention is not intended to be limited to the application and embodiment described above. In particular, the seating device according to the invention may, in order to fulfill a function described herein, have a different number of individual elements, components and units than the number mentioned herein.

[0041] Drawings REC 17581 WO

[0042] Further advantages become apparent from the following description of the drawings. The drawings illustrate two exemplary embodiments of the invention. The drawings, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

[0043] They show:

[0044] Fig. 1 shows a schematic view of a seat, in particular an aircraft seat with a seat device according to the invention, in a first embodiment with a mounting unit that mounts the seat on a mounting plane and a pivotably mounted seat base body.

[0045] Fig. 2 shows a schematic cutaway side view of the aircraft seat with the mounting unit and a locking device for the seat base.

[0046] Fig. 3 a schematic view of the mounting unit, the bearing unit, the locking device and the impact protection device, Fig. 4 a schematic view of part of the locking device, and the impact protection device and intermediate elements connecting the locking device to the mounting unit, Fig. 5 a schematic side view of the mounting unit and an impact protection module of the impact protection device integrated into a seat base, wherein the locking device locks the seat base (not shown) in a maximum comfort position,

[0047] Fig. 6 shows a schematic side view in which the locking device locks the seat base (not shown in detail) in an upright sitting position.

[0048] Fig. 7 a sectional view (XX) through the seat feet of the mounting unit and the impact protection modules of the impact protection device, Fig. 8 a schematic view of an aircraft seat with an aircraft seat device according to the invention, in a second embodiment with a mounting unit, with a REC 17581 WO

[0049] Height adjustment device with a bearing unit that pivotably mounts the seat base and a locking device, Fig. 9 a schematic side view of part of the mounting unit, the height adjustment device, the impact protection module, the bearing unit and the locking module,

[0050] Fig. 10 shows a schematic view of part of the mounting unit, the height adjustment device with an adjustment gear of its gear unit, and the impact protection device with the impact protection modules, with the locking device not shown, and

[0051] Fig. 11 shows another schematic view of part of the mounting unit, the height adjustment device with an adjustment gear of its gear unit, and the impact protection device with the impact protection modules, with the locking device not shown.

[0052] Description of the exemplary implementations

[0053] Figures 1 to 7 show a seating device according to the invention in a first embodiment. The seating device is designed as part of a seat 10a. Preferably, it is also conceivable that the seating device forms the entire seat 10a. The seat 10a is designed as an aircraft seat. The seating device is designed as an aircraft seating device. The seating device is part of the aircraft seat 10a. The aircraft seat 10a is designed as part of the seating of an aircraft. The aircraft seat 10a is designed as a single seat. The aircraft seat 10a is designed as a passenger seat. The aircraft seat 10a is designed so that a passenger can sit securely on it during transport in the aircraft. In principle, it would also be conceivable that the aircraft seat 10a is designed as a pilot's seat of the aircraft and that a pilot of the aircraft can sit on it during flight.

[0054] The aircraft is designed as a vertical take-off and landing aircraft. The aircraft is preferably designed as an eVOTL. The aircraft has a passenger cabin. The passenger cabin of the aircraft has a cabin floor, REC 17581 WO

[0055] The passenger cabin is preferably designed to transport two or more passengers. It is designed to accommodate at least one, and preferably several, aircraft seats. For example, the passenger cabin could contain two or four aircraft seats.

[0056] The aircraft seat 10a is designed to be mounted on a support level 12a. When installed in the aircraft, the support level 12a is formed by the cabin floor of the passenger cabin. The seat assembly includes a support unit 14a. The support unit 14a is designed for mounting the seat assembly, i.e., the aircraft seat 10a, on the support level 12a. The aircraft seat 10a can be mounted on the cabin floor of the aircraft by means of the support unit 14a. The support unit 14a forms a load-bearing base frame for the aircraft seat 10a. The support unit 14a is preferably designed for rigid connection to mounting rails, which may be connected to a cabin floor. It would also be preferable for the support unit 14a, i.e., the entire aircraft seat 10a, to be rigidly mounted on a support level 12a, in particular the cabin floor, via fixed mounting points.The support unit 14a has two seat feet 16a, 18a arranged at a distance from each other. The seat feet 16a, 18a preferably have a substantially L-shaped base. The seat feet 16a, 18a have a lower section that, in a mounted state, runs parallel to the support plane 12a. The seat feet 16a, 18a are preferably each fixedly connected to the support plane 12a by means of two fittings 20a, 22a. The seat feet 16a, 18a are preferably connected to a mounting rail (not shown) via the fittings 20a, 22a. The fittings 20a are designed as front fittings and are connected to a front end of the respective seat foot 16a, 18a. The fittings 22a are designed as rear fittings and are attached to a rear end of the first part of the respective seat foot 16a, 18a.The seat legs 16a, 18a have a second section that extends upwards from a rear end of the first section, i.e., away from the support plane 12a. The second section is arranged at an angle to the first section. The second section is oriented almost at a right angle to the first section. The second section of the seat legs 16a, 18a is inclined slightly backwards relative to a vertical orientation. The second REC 17581 WO.

[0057] The second sub-section forms an angle of 100 degrees with the first sub-section. In principle, the angle between the first and second sub-sections could be between 95 and 115 degrees. The seat legs 16a, 18a, i.e., the second sub-sections of the seat legs 16a, 18a, extend to a height exceeding the seat height. Preferably, the seat legs 16a, 18a extend vertically to a central section of the aircraft seat 10a. The seat legs 16a, 18a extend vertically to a height of at least 500 mm. In the illustrated embodiment, the seat legs 16a, 18a extend, for example, to a height of 550 mm. In principle, it would be conceivable for the seat legs 16a, 18a to extend to a height between 500 mm and 600 mm. The height is measured from the support level 12a. The seat feet 16a, 18a are preferably made of metal.In principle, it would also be conceivable that the seat legs 16a, 18a are made of a fiber composite material. The support unit 14a has a reinforcing strut 24a that connects the seat legs 16a, 18a to each other at their upper end. The support unit 14a preferably has two further, diagonally extending reinforcing struts 26a, 28a, which are attached to one seat leg 16a, 18a at an upper end and to the other seat leg 16a, 18a in a middle region, in particular essentially at seat height.

[0058] The seat assembly comprises a seat body 30a. The seat body 30a forms a seating area of ​​the seat assembly, i.e., the aircraft seat 10a. The seat body 30a forms the seating area of ​​the aircraft seat 10a. The seat body 30a comprises a seat base 32a. The seat base 32a forms a seating surface of the seat assembly, i.e., the aircraft seat 10a. The seat body 30a comprises a backrest 34a. The backrest 34a forms a backrest surface of the seat assembly, i.e., the aircraft seat 10a. The seat body 30a preferably forms the seat base 32a and the backrest 34a together. The seat base 32a and the backrest 34a are preferably formed integrally with the seat body 30a. The seat body 30a is designed as a seat shell that forms the seat base 32a and the backrest 34a.The seat body 30a is preferably formed from a seat shell made of a fiber composite material, for example a CFRP or a GFRP.

[0059] In principle, other materials would also be conceivable. It would also be conceivable, in principle, that the seat base 30a could have a separately formed seat base 32a and REC 17581 WO.

[0060] The seat 32a has a separately formed backrest 34a. It is conceivable that the seat base 32a and the backrest 34a are rigidly connected to each other in an assembled state. It is conceivable that the seat base 32a and the backrest 34a are rigidly and immovably connected to each other. In principle, with a separate design of the seat base 32a and the backrest 34a, it is also conceivable that the backrest 34a and the seat base 32a are arranged so that they can pivot relative to each other and, in particular, be arranged at different seating angles relative to each other and locked in these positions. With a separate design of the seat base 32a and the backrest 34a, it is conceivable that the seat body 30a has a base support to which the backrest 34a and the seat base 32a are each rigidly or pivotably attached. Alternatively, the seat base 32a and the backrest 34a could also be directly connected to each other.

[0061] The seat body 30a has two side sections 36a, 38a. The side sections 36a, 38a of the seat body 30a are preferably formed by the backrest 34a. The side sections 36a, 38a extend laterally from a backrest surface of the backrest 34a to the rear. The seat body 30a, with its side sections 36a, 38a, laterally encompasses the seat legs 16a, 18a. The seat body 30a is connected to the two seat legs 16a, 18a via the side sections 36a, 38a. The seat body 30a is connected to the seat legs 16a, 18a in the side sections 36a, 38a formed by the backrest 34a. The seat base 30a is preferably connected to the seat feet 16a, 18a in a central region of the backrest 34a. Preferably, the seat base 30a is connected to the seat feet 16a, 18a in a lumbar region of the backrest 34a.

[0062] The seat assembly has a bearing unit 40a. The seat base 30a is pivotably mounted to the support unit 14a via the bearing unit 40a. The seat base 30a is pivotably connected to the seat feet 16a, 18a via the bearing unit 40a. The seat base 30a is pivotably mounted in an upper region of the seat feet 16a, 18a, i.e., in an upper region of the second section of the seat feet 16a, 18a. By means of the bearing unit 40a, the seat base 30a can be pivoted between an upright sitting position and a maximum comfort position. The upright sitting position is designed as a maximum upright sitting position of the aircraft seat 10a, in which the aircraft seat 10a has a maximum upright sitting position. The upright sitting position is described as a so-called TTL-REC 17581 WO

[0063] The seat base 30a is configured in the following positions. In the upright sitting position, the backrest 34a forms an angle of 102 degrees with the support surface 12a. In the comfort position, the seat base 30a is pivoted out of the upright sitting position by means of the bearing unit 40a. In the comfort position, a section of the backrest 34a located above the bearing unit 40a is pivoted backwards. A section of the backrest 34a and the seat base 32a of the seat base 30a located below the bearing unit 40a is pivoted forwards in the comfort position. The bearing unit 40a is designed to pivot the seat base 30a between the upright sitting position and the maximum comfort position by a pivot angle, for example, 3.5 degrees.In principle, it would be conceivable that the bearing unit 40a is designed to pivot the seat base 30a between the upright sitting position and the maximum comfort position by a swivel angle between 1 degree and 15 degrees. In the maximum comfort position, the seat base 30a is pivoted by 8 degrees. In the maximum comfort position, the backrest 34a forms an angle of 110 degrees with the support surface 12a.

[0064] The seat assembly includes a locking device 42a. The locking device 42a is designed to lock the seat base 30a at least in the upright sitting position and in the comfort position. The locking device 42a is designed to lock, i.e., secure, the seat base 30a in any intermediate position between the upright sitting position and the comfort position. The locking device 42a is designed to lock the seat base 30a in stepless intermediate positions. The locking device 42a allows the seat base 30a to be securely locked in various sitting positions while a person is seated on it. The locking device 42a has an unactuated state. The unactuated state of the locking device 42a is configured as a locked state.In the unactuated state, i.e., the locked state, the locking device 42a is designed to lock the seat base 30a in its current seated position, i.e., to lock it in a fixed position. The locking device 42a also has an actuated state. The actuated state of the locking device 42a is designed as an unlocking state. In the actuated state, i.e., the unlocking state, the locking device 42a is designed to prevent the seat base 30a from moving (REC 17581 WO).

[0065] to lock, i.e., to release, so that it can pivot between the upright sitting position and the maximum comfort position via the bearing unit 40a. The locking device 42a has an actuator 44a. The actuator 44a is designed to lock the locking device 42a in an unactuated state. In an unactuated state, the actuator 44a locks the locking device 42a, and thereby the seat base 30a in its current position. In an unactuated state, the actuator 44a has a fixed length. The actuator 44a has an actuated state. The actuator 44a is designed to unlock the locking device 42a in the actuated state and release movement of the seat base 30a. The actuator 44a preferably has a base body 46a and a piston 48a which is axially displaceable in the base body 46a.In the unactuated state of the actuator 44a, the piston 48a is fixed in the base body 46a. In the actuated state of the actuator 44a, the piston 48a is axially movable within the base body 46a. In the actuated state of the actuator 44a, a force is exerted on the piston 48a, which pushes the piston 48a out of the base body 46a. In the actuated state, the actuator 44a is designed to exert an actuating force. In the actuated state, the actuator 44a is designed to exert an actuating force in the direction of the piston 48a. The actuator 44a is designed to assist in adjusting the seat base body 30a towards the comfort position. In the actuated state, the actuator 44a pushes the seat base body 30a towards its comfort position.Without any further external force being applied, the seat base 30a is pressed towards the maximum comfort position by an actuator force when the actuator 44a is actuated. When the actuator 44a is actuated, the seat base 30a can be moved towards the upright sitting position against the actuator force of the actuator 44a. The actuator 44a is designed as a mechlock. It would also be conceivable, in principle, for the actuator 44a to be designed as a gas spring.

[0066] Actuator 44a has a release element 60a. The release element 60a is designed to actuate actuator 44a. By actuating the release element 60a, actuator 44a can be moved into an actuated state. In an actuated state of the release element 60a, actuator 44a is switched to its actuated state. In an unactuated state of the release element 60a, actuator 44a is REC 17581 WO

[0067] in its unactuated state. The locking device 42a has an actuating module 61a. The actuating module 61a is designed to actuate the actuator 44a. The actuator 44a can be actuated by an operator using the actuating module 61a. The operator can switch the actuator 44a between an unactuated state and an actuated state using the actuating module 61a. When the actuating module 61a is actuated, the actuator 44a is moved into an actuated state. If the actuating module 61a is unactuated, the actuator 44a is in its unactuated state. The actuator 44a preferably moves itself automatically to its unactuated state when it is not actuated by the actuating module 61a.

[0068] The actuating module 61a includes a Bowden cable 62a. The actuating module 61a includes an actuating element 64a for actuating the Bowden cable 62a, by means of which the actuator 44a can be actuated by a passenger seated in seat 10a. The Bowden cable 62a is intended for actuating the actuator 44a, i.e., for actuating the locking device 42a. The actuator 44a can be actuated via the Bowden cable 62a. The Bowden cable 62a is connected at one end to the release element 60a of the actuator 44a. By actuating the Bowden cable 62a, the release element 60a can be actuated, i.e., the actuator 44a can be moved into its actuated state. The actuating element 64a is intended for actuating the Bowden cable 62a. The actuating element 64a is connected to a second end of the Bowden cable 62a. The actuating element 64a is shown here only as an example and in a highly schematic form.Preferably, the actuating element 64a is arranged at a location on the aircraft seat 10a that is easily accessible to a passenger seated on the aircraft seat 10a. For example, it would be conceivable that the actuating element 64a is arranged on a side of the seat base 32a or the backrest 34a, or on an armrest of the aircraft seat 10a. Alternatively, it would also be conceivable that the actuating element 64a is arranged on a front surface of the seat base 32a of the seat body 30a.

[0069] The actuator 44a is functionally arranged between the seat base 30a and the support unit 14a, in particular the seat legs 16a, 18a. The actuator 44a is connected below the seat base 32a of the seat base 30a. The actuator 44a is connected to the seat base 32a at one end. The actuator 44a is connected to an underside of the seat base 32a. The actuator 44a is preferably connected centrally to the seat base 30a, i.e., the seat base 32a. The actuator 44a is connected centrally to the seat base 32a in the transverse direction. The actuator 44a is arranged in a central area between the seat legs 16a, 18a. The actuator 44a is preferably arranged centrally between the two seat legs 16a, 18a and is equidistant from them.

[0070] The actuator 44a is preferably not directly connected to the seat base 32a. The locking device 42a has a transmission element 50a. The transmission element 50a is attached to the underside of the seat base 32a. The actuator 44a is attached to the seat base 32a via the transmission element 50a. The transmission element 50a is designed as a shell element. The transmission element 50a is rigidly connected to the seat base 32a. Preferably, the transmission element 50a is connected to the underside of the seat base 32a by force-fit, form-fit, and / or material-fit connection. Advantageously, the transmission element 50a could be firmly connected to the underside of the seat base 32a by means of an adhesive bond. In principle, it would also be conceivable for the transmission element 50a to be firmly connected to the seat base 32a by means of a screw connection. The transmission element 50a has a connection area via which the actuator 44a can be connected with its first end.In the connection area of ​​the transmission element 50a, a fastening element 52a is attached, to which the actuator 44a can be attached. The actuator 44a, with its piston 48a, can be attached to the transmission element 50a, i.e., the seat base 32a, via the fastening element 52a. Angular compensation between the actuator 44a and the transmission element 50a, i.e., the seat base 32a, can be achieved via the fastening element 52a. The locking device 42a has a transverse element 54a. The actuator 44a is attached to the transverse element 54a. The actuator 44a is connected to the transverse element 54a at a second end. The transverse element 54a extends in the transverse direction. The transverse element 54a is designed as a support. The transverse element 54a is preferably designed as a strut. For example, the transverse element 54a could be made of a metal or a fiber composite material.The transverse element 54a is designed to support a force from the actuator 44a on the support unit 14a. The transverse element 54a is connected to both seat feet 16a, 18a. The transverse element 54a is preferably connected indirectly to both seat feet 16a, 18a. The transverse element 54a is designed to transfer support forces from the actuator 44a to both seat feet 16a, 18a according to REC 17581 WO.

[0071] transferred. In principle, it would also be conceivable that the cross element 54a is directly connected to the seat feet 16a, 18a. The locking device 42a has a fastening element 55a, via which the actuator 44a is connected to the cross element 54a. The actuator 44a can be pivotally attached to the cross element 54a via the fastening element 55a. The actuator 44a is pivotally connected to the cross element 54a about a horizontal pivot axis via the fastening element 55a. The pivotable connection of the actuator 44a compensates for movement of the seat base 30a relative to the stationary support unit 14a and thus of the stationary cross element 54a.

[0072] The locking device 42a has two intermediate elements 56a and 58a. The intermediate elements 56a and 58a are designed to connect the transverse element 54a to the respective seat legs 16a and 18a. One intermediate element 56a or 58a is positioned between the transverse element 54a and each of the seat legs 16a and 18a. The first intermediate element 56a is associated with the first seat leg 16a. The first intermediate element 56a is coupled to the first seat leg 16a. The first intermediate element 56a is mounted on the first seat leg 16a. The second intermediate element 58a is associated with the second seat leg 18a. The second intermediate element 58a is coupled to the second seat leg 18a. The second intermediate element 58a is mounted on the second seat leg 18a. The intermediate elements 56a and 58a are essentially identical in design. The intermediate elements 56a, 58a are each connected at a first end to one side of the transverse element 54a.The transverse element 54a is connected to the respective intermediate element 56a, 58a in a rotationally fixed manner. The transverse element 54a is preferably connected to the respective intermediate element 56a, 58a by means of a bolted connection. At a second end, the intermediate elements 56a, 58a are each connected to the respective seat base 16a, 18a. The intermediate elements 56a, 58a are connected to the respective seat base 16a, 18a in the area of ​​the bearing unit 40a. The intermediate elements 56a, 58a are designed as plate-like elements. The intermediate elements 56a, 58a are designed as thin-walled, elongated beams. The intermediate elements 56a, 58a are preferably designed as metal sheets. In an assembled state, the intermediate elements 56a, 58a extend from the height of the bearing unit 40a to an area below the seat base 32a.The intermediate elements 56a, 58a extend in a mounted state from an upper end area of ​​the respective seat foot 16a, 18a to a height of the actuator REC 17581 WO.

[0073] 44a below the seat base 32a. The intermediate elements 56a, 58a have a substantially triangular basic shape. In an assembled state, the intermediate elements 56a, 58a extend with a rear side substantially parallel to the seat leg 16a, 18a. At a lower end, the intermediate elements 56a, 58a extend forward from the rear side towards the transverse element 54a. In an assembled state, the lower end of the intermediate elements 56a, 58a extends below the seat base 32a of the seat body 30a. The intermediate elements 56a, 58a are designed to connect an upper region of the seat legs 16a, 18a to the transverse element 54a. A support force of the actuator 44a can be introduced into the seat feet 16a, 18a via the intermediate elements 56a, 58a and the transverse element 54a.

[0074] The seat assembly includes an impact protection device 66a. The impact protection device 66a is designed to dampen the downward movement of the seat base 30a towards a support plane 12a in a down-loading scenario. The impact protection device 66a is designed to minimize forces acting on a passenger or crash test dummy seated on the aircraft seat 10a during a crash or crash test. The impact protection device 66a is designed to trigger upon a predefined vertical acceleration acting on the seat assembly. The impact protection device 66a is preferably designed to trigger upon a predefined vertical acceleration acting on the seat assembly, particularly at forces that a person can survive without serious injury (combination of force / mass and acceleration).The impact protection device 66a is designed to trigger during a crash test with an acceleration force of 30G. The impact protection device 66a is designed to decouple the seat base 30a, at least partially, from the support unit 14a, in particular from the two seat feet 16a, 18a, in a down-load situation, i.e., in a triggering situation. In a triggering situation, the impact protection device 66a is designed to move the seat base 30a relative to the support unit 14a, in particular from the two seat feet 16a, 18a. In a triggering situation, the impact protection device 66a is designed to displace the seat base 30a relative to the seat feet 16a, 18a in the direction of the support unit 14a. REC 17581 WO.

[0075] The bearing unit 40a and the locking device 42a are designed to move downwards in the event of a downward load. The bearing unit 40a and the locking device 42a are integrated into the impact protection device 66a. In the event of a triggering event, the bearing unit 40a, the seat base 30a connected to the bearing unit 40a, and the locking device 42a are moved downwards together by the impact protection device 66a. The impact protection device 66a is arranged between the support unit 14a and the seat base 30a. Functionally, the impact protection device 66a is located between the seat base 30a and the seat feet 16a and 18a.

[0076] The impact protection device 66a comprises a first impact protection module 68a. The first impact protection module 68a is arranged between the first seat base 16a and the first intermediate element 56a. The impact protection device 66a comprises a second impact protection module 70a. The second impact protection module 70a is arranged between the second seat base 18a and the second intermediate element 58a. Each of the impact protection modules 68a, 70a is functionally arranged between a seat base 16a, 18a and the seat body 30a, in particular between a seat base 16a, 18a and an intermediate element 56a, 58a. The two impact protection modules 68a, 70a are identical in design. Therefore, only one impact protection module 68a will be described in more detail below. An explanation of the second impact protection module 70a can be given based on the following description of the first impact protection module 68a.

[0077] The impact protection module 68a has a linear guide 72a. The linear guide 72a is designed for the slidable mounting of the seat base 30a. The linear guide 72a mounts the seat base 30a so that it can be linearly displaced relative to the support unit 14a, in particular the seat base 16a. In the event of a trigger event, the linear guide 72a is designed to displace the seat base 30a vertically relative to the seat base 16a in the direction of the support plane 12a. In the event of a trigger event of the impact protection device 66a, the seat base 30a is displaced via the linear guide 72a in the direction of the support plane 12a. The linear guide 72a has a guide rail 74a. The guide rail 74a is connected to the seat base 16a. The guide rail 74a is preferably arranged on an outer surface of the seat base 16a. The guide rail 74a is preferably integrated into the seat base 16a. The guide rail 74a is preferably separated from the seat base REC 17581 WO.

[0078] The guide rail 74a is formed by a recess 75a in the outer surface of the seat base 16a. The guide rail 74a is formed by the side walls of the recess 75a itself. It would also be conceivable, in principle, for a separate guide rail to be mounted in the recess 75a. The guide rail 74a is located in an upper region of the seat base 16a. The guide rail 74a forms a displacement axis 130a along which the linear guide 72a can be moved. The displacement axis 130a runs in the longitudinal direction of the second part of the seat base 16a.

[0079] The linear guide 72a has a linear bearing element 76a. The linear bearing element 76a is slidably mounted in the guide rail 74a. The linear bearing element 76a is slidably mounted in the guide rail 74a. The linear bearing element 76a has a base body. The base body of the linear bearing element 76a is preferably rectangular. Sliding elements are preferably attached laterally to the base body, which are in contact with the guide rail 74a. In principle, it would also be conceivable for the base body itself to be in sliding contact with the guide rail 74a. The bearing unit 40a is arranged on the linear bearing element 76a. The seat base body 30a is connected to the linear bearing element 76a via the bearing unit 40a. This means that the seat base body 30a is slidably coupled to the seat foot 16a via the linear guide 72a. The bearing unit 40a has a rotary bearing 78a.The rotary bearing 78a rotatably connects the seat base body 30a to the linear bearing element 76a. By connecting the seat base body 30a via the rotary bearing 78a of the bearing unit 40a to the linear bearing element 76a of the linear guide 72a, the pivotable seat base body 30a is connected to the impact protection device 66a.

[0080] The first intermediate element 56a is rigidly connected to the linear bearing element 76a. The upper end of the first intermediate element 56a is rigidly connected to the linear bearing element 76a of the linear guide 72a. This couples the intermediate element 56a and the locking device 42a attached to it with the linear guide 72a and thus with the impact protection device 66a.

[0081] The impact protection module 68a has an absorption element 80a. The absorption element 80a is designed to absorb and partially convert the kinetic energy of the seat base 30a in the event of a triggering event. The absorption element 80a is designed to prevent an overload in accordance with REC 17581 WO.

[0082] to convert acceleration force into another form of energy, in particular deformation energy. In a normal operating state, the absorption element 80a is designed to dissipate operating forces from the seat base 30a into the seat foot 16a. In a normal operating state, the absorption element 80a is designed to keep the impact protection device 66a in its unactivated state. In a normal operating state, normal operating forces, in particular weight forces and acceleration forces acting on the seat base 30a, are introduced into the seat foot 16a via the absorption element 80a. The absorption element 80a is preferably designed as a deformation element. The absorption element 80a is particularly designed as a dent plate.

[0083] The absorption element 80a is arranged between the seat base 16a and the intermediate element 56a. The absorption element 80a is fixedly connected to the seat base 16a at one end. The absorption element 80a is fixedly connected to the intermediate element 56a at a second end. The impact protection module 68a has a coupling element 82a via which the absorption element 80a is connected to the intermediate element 56a. The coupling element 82a is designed as a holder. The coupling element 82a is preferably designed as an elongated, flat U-profile. The coupling element 82a is preferably screwed firmly to the intermediate element 56a. The coupling element 82a is attached to a lower rear end of the intermediate element 56a. The absorption element 80a is fixedly connected to the coupling element 82a at its second end. Preferably, the absorption element 80a is screwed to the coupling element 82a.The absorption element 80a is thus firmly connected to the intermediate element 56a via the coupling element 82a. The absorption element 80a, designed as a corrugated sheet, has a bend of preferably substantially 180 degrees at its second end region, where it is connected to the coupling element 82a. The absorption element 80a, designed as a corrugated sheet, is bent by 180 degrees at a second end. This bend at the second end region of the absorption element 80a, designed as a corrugated sheet, predetermines a deformation of the absorption element 80a in a triggering event.

[0084] In the event of a triggering of the impact protection device 66a, the absorption element 80a, designed as a dent plate, deforms. In a crash or crash test in which forces act vertically downwards, the dent plate REC 17581 WO

[0085] The acting forces cause the absorption element 80a to bend. The forces acting on the seat base 30a are transmitted via the intermediate elements 56a, 58a to the respective absorption elements 80a of the impact protection modules 68a and 70a of the impact protection device 66a. These absorption elements 80a, designed as dent plates, are deformed by the introduced forces and thereby convert them into deformation energy. The deformation of the absorption elements 80a, designed as dent plates, moves the linear bearing elements 76a of the respective linear guide 72a of the impact protection module 68a, 70a downwards in the guide rail 74a. This causes the entire seat base 30a to move downwards during the triggering event. During this process, the absorption elements 80a, designed as dent plates, are further deformed and thus absorb further energy.

[0086] Figures 8 to 11 show a further embodiment of the invention. The following descriptions and drawings are essentially limited to the differences between the embodiments, whereby with regard to identically designated components, in particular components with the same reference numerals, reference may also be made to the drawings and / or the description of the other embodiments, especially Figures 1 to 7. To distinguish the embodiments, the letter "a" is appended to the reference numerals of the embodiment in Figures 1 to 7. In the embodiment of Figures 8 to 11, the letter "a" is replaced by the letter "b".

[0087] Figures 8 to 11 show a seating device according to the invention in a second embodiment. The seating device is designed as part of a seat 10b. The seat 10b is designed as an aircraft seat. The seating device is designed as an aircraft seat. The seating device is part of the aircraft seat 10b. The aircraft is designed as a vertical take-off and landing aircraft. The aircraft is preferably designed as an eVOTL.

[0088] The aircraft seat 10b is designed to be mounted on a support level 12b. The seat assembly includes a support unit 14b. The support unit 14b is designed for mounting the seat assembly, i.e., the aircraft seat 10b, on the support level 12b. The support unit 14b forms a load-bearing base for the aircraft seat 10b. The support unit 14b has two seat feet 16b, 18b spaced apart from each other. The seat feet 16b, 18b REC 17581 WO

[0089] The seat legs 16b and 18b preferably have a substantially L-shaped base. They are preferably each firmly attached to the support surface 12b by means of two fittings 20b and 22b. The seat legs 16b and 18b extend vertically to a height of at least 500 mm and 600 mm, respectively.

[0090] The seat assembly comprises a seat body 30b. The seat body 30b forms a seating area of ​​the seat assembly, i.e., the aircraft seat 10b. The seat body 30b has a seat base 32b. The seat body 30b has a backrest 34b. The backrest 34b forms a backrest surface of the seat assembly, i.e., the aircraft seat 10b. The seat base 32b and the backrest 34b are preferably formed integrally with the seat body 30b. The seat body 30b is preferably formed by a seat shell made of a fiber-reinforced composite material, for example, CFRP or GFRP. The seat body 30b has two side sections 36b, 38b. The side sections 36b, 38b of the seat body 30b are preferably formed by the backrest 34b. The seat base 30b encompasses the seat feet 16b, 18b laterally with its side sections 36b, 38b.The seat base 30b is connected to the two seat feet 16b, 18b via the side areas 36b, 38b.

[0091] The seating device includes a bearing unit 40b. The seat base 30b is pivotably mounted to the support unit 14b via the bearing unit 40b. The seat base 30b is pivotably connected to the seat feet 16b, 18b via the bearing unit 40b. The seat base 30b is pivotably mounted in an upper section of the seat feet 16b, 18b, i.e., in an upper section of the second part of the seat feet 16b, 18b. By means of the bearing unit 40b, the seat base 30b can be pivoted between an upright sitting position and a maximum comfort position.

[0092] The seat assembly includes a locking device 42b. The locking device 42b is designed to lock the seat base 30b at least in the upright sitting position and in the comfort position. The locking device 42b is designed to lock, i.e., secure, the seat base 30b in any intermediate position between the upright sitting position and the comfort position. The locking device 42b includes an actuator 44b. The actuator 44b is designed to lock the locking device 42b in an unactuated state. In an actuated state, the actuator 44b is designed to exert an actuating force. The actuator 44b is functionally between REC 17581 WO

[0093] The locking device 42b is arranged between the seat base 30b and the support unit 14b, in particular the seat feet 16b, 18b. The locking device 42b has an actuating module 61b. The actuating module 61b is designed to actuate the actuator 44b. The actuator 44b can be actuated by an operator using the actuating module 61b. The actuating module 61b has a Bowden cable 62b. The actuating module 61b has an actuating element 64b for actuating the Bowden cable 62b, by means of which the actuator 44b can be actuated by a passenger sitting on the seat 10b. The actuator 44b is connected below the seat base 32b of the seat base 30b. The actuator 44b is preferably not directly connected to the seat base 32b. The locking device 42b has a transmission element 50b. The transmission element 50b is attached to the underside of the seat base 32b. The actuator 44b is attached to the seat base 32b via the transmission element 50b.

[0094] The locking device 42b has a transverse element 54b. The actuator 44b is connected to the transverse element 54b. The actuator 44b is connected to the transverse element 54b at a second end. The transverse element 54b extends in the transverse direction. The transverse element 54b is designed as a support. The locking device 42b has two intermediate elements 56b, 58b. The intermediate elements 56b, 58b are designed to connect the transverse element 54b to the respective seat base 16b, 18b. One intermediate element 56b, 58b is arranged between the transverse element 54b and each of the seat bases 16b, 18b.

[0095] The aircraft seat assembly includes a height adjustment device 100b. The height adjustment device 100b is designed to connect the seat base 30b to the support unit 14b, in particular to the seat feet 16b, 18b, in a height-adjustable manner. The seat base 30b is connected to the seat feet 16b, 18b via the height adjustment device 100b. The height of the seat base 30b relative to the support level 12b can be adjusted using the height adjustment device 100b. The height of the seat base 30b can be continuously adjusted using the height adjustment device 100b. The seat base 30b can be locked in different positions using the height adjustment device 100b. By means of the height adjustment device 100b, the seat base 30b can preferably be adjusted in height by a person sitting on the seat base 30b.By means of the height adjustment device 100b, the seat base body 30b is positioned between an upper position and a lower position REC 17581 WO.

[0096] Adjustable. In the upper position, the seat base 30b, in particular the seat surface of the seat base 32b, has a maximum height relative to the support level 12b. In the upper position, the seat base 30b, in particular the seat surface of the seat base 32b, preferably has a maximum height of 420 mm relative to the support level 12b. It would also be conceivable that the seat base 30b, in particular the seat surface of the seat base 32b, has a height relative to the support level 12b in the upper position that lies between 365 mm and 450 mm. In the lower position, the seat base 30b, in particular the seat surface of the seat base 32b, has a minimum height relative to the support level 12b. In the lower position, the seat base 30b, in particular the seat surface of the seat base 32b, preferably has a minimum height of 365 mm relative to the support level 12b.In principle, it would be conceivable that the seat base 30b, in particular the seat surface of the seat base 32b, has a minimum height relative to the support level 12b in its lowered position, which lies between 350 mm and 380 mm. The seat base 30b can be adjusted in height by a travel of 51 mm using the height adjustment device 100b. It is also conceivable that the seat base 30b can be adjusted vertically in height by a travel of between 40 mm and 102 mm using the height adjustment device 100b. The height of the seat base 30b is measured at a front edge of the seat base 32b, in particular from its upper surface, perpendicular to the support level 12b. The height adjustment device 100b includes a gear unit 102b. The seat base 30b can be continuously adjusted between the lower position and an upper position by means of the gear unit 102b.The seat base 30b can be continuously moved and locked in any intermediate position between the lower and upper positions by means of the gear unit 102b. The gear unit 102b is designed to reliably lock the seat base 30b in the various continuously adjustable intermediate positions.

[0097] The transmission unit 102b has a first adjustment mechanism 104b. The transmission unit 102b has a second adjustment mechanism 106b. The transmission unit 102b has the two adjustment mechanisms 104b and 106b for adjusting the seat base 30b. The two adjustment mechanisms 104b and 106b of the transmission unit 102b are each functionally arranged on one side of the seat base 30b between the seat base 30b and the respective seat leg 16b or 18b. The first adjustment mechanism 104b is arranged between the first, left seat leg 16b and the seat base 30b. The second adjustment mechanism 106b is connected between the second, right seat leg 18b and the seat base 30b. The two adjustment mechanisms 104b and 106b are each designed to adjust the height of the seat base 30b on one side. During a height adjustment, the adjustment force is simultaneously applied to both sides of the seat base 30b via the two adjustment mechanisms 104b and 106b.

[0098] The adjustment gears 104b and 106b are designed as self-locking spindle gears. The two adjustment gears 104b and 106b, designed as self-locking spindle gears, have opposite directions of rotation. Each of the adjustment gears 104b and 106b, designed as spindle gears, has a threaded spindle 108b and 110b, respectively, and a gear element 112b and 114b mounted on the threaded spindle 108b and 110b, respectively. The threaded spindles 108b and 110b each have an external thread.

[0099] In particular, the threaded spindles 108b and 110b each have a trapezoidal thread as their external thread. The gear element 112b and 114b of the adjustment gears 104b and 106b each have a threaded hole 146b with an internal thread that corresponds to the external thread of the respective threaded spindle 108b and 110b. The gear element 112b and 114b is mounted on the external thread of the respective threaded spindle 108b and 110b via its internal thread. The gear element 112b and 114b of the adjustment gears 104b and 106b is mounted in a rotationally fixed manner. By rotating the threaded spindle 108b, 110b of the adjustment gear 104b, 106b, the gear element 112b, 114b is moved axially on the threaded spindle 108b, 110b.

[0100] The two adjustment gearboxes 104b, 106b are essentially identical in design.

[0101] In particular, the two adjustment gears 104b and 106b have identical components. Only the direction of rotation of the two threaded spindles 108b and 110b differs when assembled. When actuated, the threaded spindles 108b and 110b rotate in opposite directions. Furthermore, the external threads of the threaded spindles 108b and 110b have opposite pitches. When the height adjustment device 100b is actuated, the threaded spindles 108b and 110b of the two adjustment gears 104b and 106b rotate in opposite directions, while the respective gear element 112b and 114b is adjusted in the same direction.

[0102] The gearbox unit 102b has an actuating gearbox 116b. The actuating gearbox 116b is designed to adjust the two adjustment gearboxes 104b and 106b synchronously. The two REC 17581 WO are controlled via the actuating gearbox 116b.

[0103] The two adjustment gears 104b and 106b can be driven simultaneously. The actuating gear 116b has a torsion bar 118b. The torsion bar 118b is arranged between the two adjustment gears 104b and 106b. The torsion bar 118b is designed to transmit a rotary motion between the first adjustment gear 104b and the second adjustment gear 106b. In the illustrated embodiment, the torsion bar 118b is designed to transmit a rotation from the first adjustment gear 104b to the second adjustment gear 106b. The actuating gear 116b has a bevel gear 120b, 122b, for connecting each of the adjustment gears 104b, 106b to the torsion bar 118b. The torsion bar 118b is connected to one of the angle gears 120b, 122b with the respective adjustment gear 104b, 106b, in particular its threaded spindle 108b, 110b. This allows a force and / or a rotational movement to be transmitted from the respective threaded spindle 108b, 110b to the torsion bar 118b, or 122b.from the torsion bar 118b into the respective threaded spindle 108b, 110b.

[0104] The actuating gear 116b has a drive shaft 124b. The drive shaft 124b is designed to transmit a drive movement to the adjusting gears 104b and 106b. The drive shaft 124b is connected to the first adjusting gear 104b. The drive shaft 124b is connected to the first adjusting gear 104b, i.e., to the threaded spindle 110b of the first adjusting gear 104b, via the first bevel gear 120b. The actuating gear 116b has a drive element 126b by means of which the actuating gear 116b can be driven. The drive element 126b is designed to actuate the height adjustment device 100b. The drive element 126b is designed to drive the drive shaft 124b. The drive element 126b is designed to transmit a rotary movement to the drive shaft 124b when actuated. In the illustrated embodiment, the drive element 126b is designed as a mechanical drive element.The drive element 126b, designed as a mechanical drive element, is intended for manual operation by an operator. The drive element 126b, designed as a mechanical drive element, is configured as a hand crank that is fixedly connected to the first end of the drive shaft 124b. In principle, it would also be conceivable for the drive element 126b to be configured as an electric drive element, for example, as an electric motor. REC 17581 WO.

[0105] The height adjustment device 100b has a linear bearing unit 128b. The linear bearing unit 128b supports the seat base 30b so as to be slidably mounted relative to the support unit 14b. The seat base 30b is linearly slidably mounted relative to the seat feet 16b, 18b via the linear bearing unit 128b. The linear bearing unit 128b supports the seat base 30b along a displacement axis 130b. The displacement axis 130b, along which the linear bearing unit 128b supports the seat base 30b relative to the support unit 14b, is preferably oriented substantially in a vertical direction. The vertical direction is perpendicular to the support plane 12b.

[0106] Preferably, the displacement axis 130b, along which the linear bearing unit 128b slidably supports the seat base 30b, is slightly inclined backwards to the vertical direction. Preferably, the displacement axis 130b extends in the same direction as the second sections of the seat feet 16b, 18b. The displacement axis 130b is preferably inclined at the same angle as the second sections of the seat feet 16b, 18b. Due to the angled orientation of the displacement axis 130b, the adjustment path by which the seat base 30b can be moved along the displacement axis 130b between the lower and upper positions is greater than the vertical adjustment path by which the seat base 30b is displaced vertically relative to the support plane 12b when moved between the lower and upper positions.The adjustment travel by which the seat base 30b can be displaced along the displacement axis 130b between the lower and upper positions is preferably 52 mm. The linear bearing unit 128b has a first linear guide 72b. The linear guide 72b is provided for the displaceable mounting of the seat base 30b. The linear guide 72b mounts the seat base 30b so that it is linearly displaceable relative to the first seat foot 16b. The linear bearing unit 128b has a second linear guide 132b. The linear guide 132b is also provided for the displaceable mounting of the seat base 30b. The linear guide 132b mounts the seat base 30b so that it is linearly displaceable relative to the second seat foot 18b. The linear guides 72b, 132b are essentially identical in design, which is why only the linear guide 72b, which is arranged on the first seat foot 16b, will be described in more detail below.The second linear guide 132b, which is arranged on the second seat base 18b, is essentially a mirror image of the first linear guide 72b. The linear guides 72b and 132b are essentially designed like the linear guide described in the first embodiment. Therefore, they will not be described in detail here. REC 17581 WO.

[0107] The linear guide 72b has a guide rail 74b. The guide rail 74b is connected to the seat base 16b. The guide rail 74b is preferably integrated into the seat base 16b. The guide rail 74b is formed by a recess 75b in the outer surface of the seat base 16b. The recess 75b has a narrow upper section and a wider lower section. The guide rail 74b is preferably formed by the side walls of the recess 75b itself. Alternatively, a separate guide rail could be mounted in the recess 75b. The guide rail 74b is arranged in an upper section of the seat base 16b. The guide rail 74b forms a displacement axis 130b along which the linear guide 72b is displaceable. The displacement axis 130b runs longitudinally along the second section of the seat base 16b.

[0108] The linear guide 72b has a first linear bearing element 76b. The linear bearing element 76b is slidably mounted in the guide rail 74b. The first linear bearing element 76b is slidably mounted in the upper part of the guide rail 74b. The seat base 30b is connected to the linear bearing element 76b. The bearing unit 40b is arranged on the first linear bearing element 76b of the two linear guides 72b and 132b. The seat base 30b is rotatably connected to the first linear bearing element 76b of the two linear guides 72b and 132b via the bearing unit 40b. Thus, the seat base 30b is rotatably coupled to the seat feet 16b and 18b via the linear guides 72b and 132b. The bearing unit 40b has a rotary bearing 78b for each linear bearing element 76b of the two linear guides 72b, 132b. The rotary bearings 78b rotatably connect the seat base body 30b to the respective linear bearing element 76b.

[0109] The linear guide 72b has a second linear bearing element 134b. The second linear bearing element 134b is arranged below the first linear bearing element 76b. The second linear bearing element 134b is arranged in the second section of the guide rail 74b. The second linear bearing element 134b is slidably mounted in the guide rail 74b. The second linear bearing element 134b has a base body 136b. The base body 136b of the linear bearing element 76b is preferably rectangular.

[0110] The two adjustment mechanisms 104b, 106b are each arranged on an inner side of the respective seat leg 16b, 18b. The two adjustment mechanisms 104b, 106b are each located at a lower end of the second section of the respective seat leg 16b, 18b REC 17581 WO

[0111] The adjusting gears 104b and 106b are each firmly screwed to the inside of the respective seat base 16b and 18b. As previously described, the adjusting gears 104b and 106b of the gear unit 102b are essentially identical. The two adjusting gears 104b and 106b are preferably mirror images of each other. Since the adjusting gears 104b and 106b are essentially identical, only the adjusting gear 104b, which is located on the first seat base 16b, will be described in more detail below.

[0112] The adjustment mechanism 104b has a first mounting body 138b. The first mounting body 138b forms a lower mounting platform. The first mounting body 138b is connected to the inside of the first section of the seat base 16b at a lower end. Preferably, the mounting body 138b is screwed to the seat base 16b. The mounting body 138b has a bearing receptacle in which the threaded spindle 108b of the adjustment mechanism 104b is supported at one lower end. The adjustment mechanism 104b has a second mounting body 142b. The second mounting body 142b is designed as an upper mounting body. The second mounting body 142b forms an upper mounting platform for the adjustment mechanism 104b. The upper mounting body 142b is screwed to the inside of the seat base 16b.The upper mounting body 142b forms an upper bearing for the threaded spindle 108b of the adjustment mechanism 104b. The gear element 112b of the adjustment mechanism 104b is arranged between the two mounting bodies 138b and 142b and connected to the threaded spindle 108b. The gear element 112b has a first base body 144b. The first base body 144b forms the threaded hole 146b of the gear element 112b. The threaded hole 146b is designed as a through-hole. The threaded hole 146b extends from a top surface to a bottom surface of the base body 144b. The threaded spindle 108b is self-locking in the threaded hole 146b. The base body 144b has a mounting area 148b. The mounting area 148b is designed for the indirect connection of the seat base 30b. The second linear bearing element 134b of the linear guide 72b is indirectly connected to the adjustment mechanism 104b via the mounting area 148b.The gear element 112b has a second base body 150b. The second base body 150b is positively interlocked with the first base body 144b. REC 17581 WO.

[0113] The second base body 150b is designed separately from the first base body 144b. The two base bodies 144b and 150b are intended to be positively connected to each other in an assembled state.

[0114] The second base body 150b is designed to prevent rotation of the gear element 112b. It is intended to fix the gear element 112b in a rotationally fixed position relative to the base 16b and the threaded spindle 108b. The second base body 150b has a U-shaped cross-section and is open towards the base 16b. The base 16b has two vertical slots 152b and 154b. These slots are coaxial or parallel to the displacement axis 130b of the linear bearing unit 128b. The slots 152b and 154b are located in the lower portion of the recess 75b in the base 16b. Slots 152b and 154b are designed as through slots extending from an inner side of the seat leg 16b to an outer side of the seat leg 16b within the recess 75b. Slots 152b and 154b run parallel to each other.The slots 152b and 154b are spaced apart, with a spacing that essentially corresponds to the distance between the side walls of the U-shaped second base body 150b. In the assembled state, the base body 150b is positioned with its side walls in the slots 152b and 154b. This secures the second base body 150b, and thus the gear element 112b of the adjustment mechanism 104b, to the seat base 16b along the sliding axis 130b. Furthermore, the engagement of the slots 152b and 154b prevents the second base body 150b, and thus the second gear element 112b, from rotating.

[0115] The seat assembly includes an impact protection device 66b. The impact protection device 66b is designed to dampen the downward movement of the seat base 30b towards a support plane 12b in the event of a downward load. The impact protection device 66b is intended to minimize forces acting on a passenger or crash test dummy seated on the aircraft seat 10b during a crash or crash test. The impact protection device 66b is preferably integrated into the height adjustment device 100b. The pivotable seat base 30b is connected to the impact protection device 66b via the pivot bearings 78b of the bearing unit 40b to the linear bearing elements 76b and the two linear guides 72b and 132b. The bearing unit 40b and the locking device 42b are intended for use in a REC 17581 WO

[0116] Down-load case with downward movement. The bearing unit 40b and the locking device 42b are integrated into the impact protection device 66b.

[0117] The impact protection device 66b comprises a first impact protection module 68b. The first impact protection module 68b is arranged between the first seat base 16b and the first adjustment mechanism 104b. The impact protection device 66b comprises a second impact protection module 70b. The second impact protection module 70b is arranged between the second seat base 18b and the second adjustment mechanism 106b. Each of the impact protection modules 68b, 70b is functionally arranged between a seat base 16b, 18b and the axially adjustable gear element 112b, 114b, in particular between a seat base 16b, 18b and the first base body 144b of the corresponding gear element 112b, 114b. The two impact protection modules 68b, 70b are identical. Therefore, only the one impact protection module 68b will be described in more detail below.An explanation of the second impact protection module 70b can be given based on the following description of the first impact protection module 68b.

[0118] The impact protection module 68b has an absorption element 80b. The absorption element 80b is designed to absorb and partially convert the kinetic energy of the seat base 30b in the event of a triggering event. In the event of an overload, the absorption element 80b is designed to convert an acceleration force into another form of energy, in particular deformation energy. In a normal operating state, the absorption element 80b is designed to dissipate operating forces from the seat base 30b into the seat foot 16b. In a normal operating state, the absorption element 80b is designed to dissipate operating forces from the seat base 30b into the adjustment mechanism 104b. The absorption element 80b is preferably designed as a deformation element. In particular, the absorption element 80b is designed as a deformation plate.The absorption element 80b, designed as a deformation plate, is a flat, dimensionally stable sheet intended to be plastically deformed under a defined load. REC 17581 WO.

[0119] Absorption element 80b is preferably formed from a metal sheet made of a ductile material.

[0120] The absorption element 80b is arranged between the adjustment mechanism 104b and the second linear bearing element 134b of the linear guide 72b. The absorption element 80b connects the adjustment mechanism 104b to the linear guide 72b. Forces between the adjustment mechanism 104b and the linear guide 72b, and in particular between the seat base 16b and the seat body 30b, are transmitted via the absorption element 80b. The absorption element 80b is connected at a first end to the axially displaceable gear element 112b of the adjustment mechanism 104b. Preferably, the absorption element 80b is connected at its first end to the first base body 144b of the gear element 112b. The absorption element 80b is connected at its first end to the mounting area 148b of the first base body 144b, in particular by means of screws.

[0121] The absorption element 80b is fixedly connected at one end to the second linear bearing element 134b of the linear guide 72b. The absorption element 80b is screwed to the linear bearing element 134b at its second end. This connects the absorption element 80b to the linear guide 72b via the linear bearing element 134b. The absorption element 80b, designed as a deformation plate, has a bend of preferably substantially 180 degrees at its second end region where it is connected to the linear bearing element 134b. The absorption element 80b, designed as a deformation plate, is bent at one end by 180 degrees. This bend at the second end region of the absorption element 80b, designed as a deformation plate, predetermines a deformation of the absorption element 80b in the event of a triggering event. The impact protection module 68b has a stop element 158b.The stop element 158b is designed to limit the seat base body 30b to a maximum displacement X during adjustment in the down-load case by the impact protection device 66b. The stop element 158b is designed to limit the relative movement between the adjustment mechanism 104b, in particular the gear element 112b of the adjustment mechanism 104b, and the linear guide 72b, in particular the second linear bearing element 134b of the linear guide 72b, to which the seat base body 30b is rigidly attached, to a maximum displacement X. The stop element 158b is separated from the second base body 150b of REC 17581 WO.

[0122] The transmission element 112b is formed. The stop element 158b is arranged at an end of the second base body 150b facing away from the first base body 144b. In an assembled state, the stop element 158b extends through at least one slot 152b, 154b in the seat base 16b to the outside of the seat base 16b.

[0123] Preferably, the stop element 158b is formed by projections at the lower ends of the two side walls of the second base body 150b, which extend through the two slots 152b, 154b. The stop element 158b is designed so that, in a trigger event after a maximum displacement X, the linear bearing element 134b abuts the stop element 158b. By abutting, i.e., by the positive-locking contact of the linear bearing element 134b with the stop element 158b, particularly after deformation of the absorption element 80b in a trigger event, the relative movement of the linear bearing element 134b, and thus of the seat base body 30b attached to it, is limited in the trigger event relative to the adjustment mechanism 104b, in particular the gear element 112b of the adjustment mechanism 104b, to the maximum displacement X.In a downward load case, after a maximum displacement X, the seat base 30b indirectly strikes the stop element 158b via the linear bearing element 134b. It would also be conceivable, in principle, that the seat base 30b itself strikes the stop element 158b directly.

[0124] The maximum displacement X, by which the seat base 30b moves in a downward load case, is independent of the set seat height. Due to the design of the stop element 158b by the axially adjustable gear element 112b of the adjustment mechanism 104b, the stop always moves along with any height adjustment of the seat base 30b. This ensures that the distance between the seat base 30b, in particular between the linear bearing element 134b on which the seat base 30b is mounted, and the stop element 158b remains constant in a normal operating condition, in which forces are transmitted via the absorption element 80b and the latter is not deformed. This distance, and thus the maximum displacement, is preferably 135 mm. Preferably, the distance, and thus the maximum displacement X, can be between 130 mm and 140 mm. The second impact protection module 70b also has an absorption element 80'b.The absorption element 80'b is designed to absorb and partially convert the kinetic energy of the seat base 30b in the event of a triggering event. In a normal operating state, the absorption element 80'b is designed to [REC 17581 WO].

[0125] Operating forces are transferred from the seat base 30b to the second seat foot 18b. The absorption element 80'b is arranged between the second adjustment mechanism 106b and a second linear bearing element of the linear guide 132b. The absorption element 80b connects the adjustment mechanism 106b to the linear guide 132b. The absorption element 80'b of the second impact protection module 70b is preferably identical in design to the absorption element 80b of the first impact protection module 68b.

[0126] In the event of a triggering of the impact protection device 66b, the absorption elements 80b, 80'b of the impact protection modules 68b, 70b, designed as deformation plates, deform. In a crash or crash test in which forces act vertically downwards, the absorption elements 80b, 80'b, designed as deformation plates, are bent by the acting forces. The forces acting on the seat base 30b are transmitted via the second linear bearing element 134b to the respective absorption element 80b, 80'b of the impact protection modules 68b, 70b of the impact protection device 66b. These absorption elements 80b, 80'b, designed as deformation plates, are deformed by the introduced forces and thereby convert them into deformation energy.The deformation of the absorption elements 80b, 80b, designed as deformation plates, moves the linear bearing elements 76b, 134b of the respective linear guides 72b, 132b downwards in the guide rail 74b. This causes the entire seat base 30b to move downwards during the triggering event. During this movement, the absorption elements 80b, designed as deformation plates, deform further and thus absorb more energy. The absorption elements 80b can continue to deform until the seat base 30b, in particular the second linear bearing element 134b of the linear guides 72b, 132b, abuts the corresponding stop element 158b of the impact protection modules 68b, 70b after reaching maximum displacement X.If the seat base body 30b, in particular the second linear bearing element 134b of the linear guides 72b, 132b, is struck against the corresponding stop element 158b of the impact protection modules 68b, 70b after the maximum displacement X, a force is introduced via the linear bearing element 134b directly into the corresponding gear element 112b, 114b of the corresponding adjustment gear 104b, 106b. REC 17581 WO Reference numeral.

[0127] 10 aircraft seats 64 actuating elements

[0128] 12 Mounting level 66 Impact protection device 14 Mounting unit 68 Impact protection module 16 Seat base 70 Impact protection module 18 Seat base 72 Linear guide

[0129] 20 Fitting 74 Guide rail

[0130] 22 Fitting 75 Recess

[0131] 24 Reinforcing strut 76 Linear bearing element

[0132] 26 Reinforcing strut 78 Swivel bearing

[0133] 28 Reinforcing strut 80 Absorption element

[0134] 30 Seat base 82 Coupling element

[0135] 32 Seat floor

[0136] 34 Backrest 100 Height adjustment device 36 Side area 102 Gear unit

[0137] 38 side area 104 adjustment gear

[0138] 40 bearing unit 106 adjustment gear

[0139] 42 Locking device 108 Threaded spindle

[0140] 44 Actuator 110 Threaded spindle

[0141] 46 Base body 112 Gear element

[0142] 48 pistons 114 gear element

[0143] 50 Transmission element 116 Actuating gear

[0144] 52 Fastening element 118 Torsion bar

[0145] 54 cross element 120 angle gear

[0146] 55 Fastening element 122 Angle gear

[0147] 56 Intermediate element 124 Drive axle

[0148] 58 Intermediate element 126 Drive element

[0149] 60 Trigger element 128 Linear bearing unit

[0150] 61 Actuating module 130 Shifting axis

[0151] 62 Bowden cable 132 Linear guide 134 Linear bearing element 158 ​​Stop element 136 Base body 138 Mounting base body 142 Mounting base body 144 Base body 146 Threaded hole 148 Mounting area 150 Base body 152 Slot 154 Slot

Claims

REC 17581 WO December 17, 2025 Claims 1. Seating device, in particular an aircraft seating device, for mounting in an aircraft, comprising a mounting unit (14a; 14b) having two spaced-apart seat legs (16a, 18a; 16b, 18b), a seat base (30a; 30b) having a seat floor (32a; 32b) and a backrest (34a; 34b), wherein the seat base (30a; 30b) is connected to the two seat legs (16a, 18a; 16b, 18b) in side areas (36a, 38a; 36b, 38b), and a bearing unit (40a; 40b) which pivots the seat base (30a; 30b) to the seat legs (16a, 18a; 16b, 18b) in an upper area. attaches and with which the seat base (30a; 30b) can be pivoted between an upright sitting position and a maximum comfort position, with a locking device (42a; 42b) which is intended to lock the seat base (30a; 30b) at least in the upright sitting position and in the comfort position, wherein the locking device (42a;42b) has at least one actuator (44a; 44b) which is attached below the seat base (32a; 32b) of the seat body (30a; 30b) and is designed to assist in adjusting the seat body (30a; 30b) towards the comfort position.

2. Seating device according to claim 1, characterized by an impact protection device (66a; 66b) which is designed to dampen downward movement of the seat base body (30a; 30b) in the direction of a support plane (12a; 12b) in a downward load case.

3. Seating device according to claim 2, characterized in that the bearing unit (40a; 40b) and the locking device (42a; 42b) are moved downwards in a downward load case. REC 17581 WO 4. Seating device according to one of the preceding claims, characterized in that the actuator (44a; 44b) is designed as a mechlock or a gas spring.

5. Seating device according to one of the preceding claims, characterized in that the actuator (44a; 44b) is arranged centrally in a transverse direction on the seat base (32a; 32b) of the seat body (30a; 30b).

6. Seating device according to one of the preceding claims, characterized in that the bearing unit (40a; 40b) is provided to pivot the seat base body (30a; 30b) between the upright sitting position and the maximum comfort position by a pivoting angle which is between 1 degree and 15 degrees.

7. Seating device according to one of the preceding claims, characterized in that the locking device (42a; 42b) has a transverse element (54a; 54b) to which the actuator (44a; 44b) is attached and which is provided to transmit support forces to both seat feet (16a, 18a; 16b, 18b).

8. Seating device according to one of the preceding claims, characterized in that the locking device (42a; 42b) has two intermediate elements (56a, 58a; 56b, 58b) which are connected at a first end to a side of the transverse element (54a; 54b) and at a second side in the area of ​​the bearing unit (40a; 40b) to the respective seat foot (16a, 18a; 16b, 18b).

9. Seating device according to claim 8, characterized in that the intermediate elements (56a, 58a; 56b, 58b) are each connected to the bearing unit (40a; 40b), to the transverse element (54a; 54b) and the impact protection device (66a; 66b).

10. Seating device according to one of the preceding claims, characterized in that the locking device (42a; 42b) is provided to lock the seat base body (30a; 30b) in stepless intermediate positions. REC 17581 WO 11. Seating device according to one of the preceding claims, characterized in that the locking device (42a; 42b) has an actuating module (61a; 61b) by means of which the actuator (44a; 44b) can be actuated by an operator.

12. Seating device according to claim 11, characterized in that the actuating module (61a; 61b) has a Bowden cable (62a; 62b) and an actuating element (64a; 64b) for actuating the Bowden cable (62a; 62b) by means of which the actuator (44a; 44b) can be actuated by a passenger sitting on the seat (10a; 10b).

13. Seating device according to one of the preceding claims, characterized in that it is characterized by a height adjustment device (100a; 100b) by means of which the seat base (30a; 30b) is connected to the seat feet (16a, 18a; 16b, 18b) in a height-adjustable manner, wherein the height adjustment device (100a; 100b) has a gear unit (102a; 102b) by means of which the seat base (30a; 30b) is continuously adjustable between a lower position and an upper position, wherein the gear unit (102a; 102b) has two adjustment gears (104a, 106a; 104b, 106b) which are each functionally connected on one side of the seat base (30a; 30b) between the seat base (30a; 30b) and the respective seat foot (16a, 18a; 16b, 18b) are ordered.

14. Seating device according to claim 13, characterized in that the impact protection device (66a; 66b) is integrated into the height adjustment device (100a; 100b).

15. Seat, in particular aircraft seat (10a; 10b), comprising a seating device according to any of the preceding claims.

Images