Aircraft seat device

Abstract

The invention relates to an aircraft seat device, in particular an aircraft pilot 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); and a height adjustment device (100a; 100b), by means of which the seat main part (30a; 30b) is attached to the seat feet (16a, 18a; 16b, 18b) at an adjustable height. According to the invention, the height adjustment device (100a; 100b) has a gear unit (102a; 102b), by means of which the seat main part (30a; 30b) can be continuously adjusted between a lower position and an upper position, the gear unit (102a; 102b) having at least one adjustment gear (104a, 106a; 104b, 106b) which is functionally positioned between the seat main part (30a; 30b) and the stand unit (14a; 14b).

Description

[0001] December 17, 2025

[0002] Aircraft seating device

[0003] State of the art

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

[0005] An aircraft seating device, in particular an aircraft pilot seating device, for mounting in an aircraft, has already been 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 side areas, and a height adjustment device by which the seat base is height-adjustable and connected to the seat feet.

[0006] 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.

[0007] Advantages of the invention

[0008] The invention relates to an aircraft seating device, in particular an aircraft pilot seating device, for mounting in an aircraft, comprising a mounting unit having two spaced-apart seat legs, a seat base comprising a seat floor and a backrest, wherein the seat base is connected to the two seat legs at its sides, and a height adjustment device by which the seat base is height-adjustable and connected to the seat legs. REC 17898 WO

[0009] It is proposed that the height adjustment device shall have a gear unit by means of which the seat base body can be continuously adjusted between a lower position and an upper position, wherein the gear unit shall have at least one adjustment gear which is functionally arranged between the seat base body and the stand unit.

[0010] 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 aircraft seats can be mounted. An aircraft seat can be configured as a standard passenger seat or as a pilot's seat.

[0011] The term "aircraft seating assembly" preferably refers to at least a part, for example, a subassembly, of an aircraft seat. It is also conceivable that the seating assembly constitutes the aircraft seat substantially or completely. An "aircraft seat" is defined as 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 in multiple 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. Furthermore, the aircraft seat has 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. The aircraft seat can preferably be mounted in the passenger cabin facing in one direction of flight of the aircraft as well as facing against the direction of flight of the aircraft. REC 17898 WO.

[0012] A "seat body" is understood to be a unit comprising the seat base and the backrest. 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 forms both the seat base and the backrest. The seat body, designed as a seat shell, can preferably be made of a fiber-reinforced composite material, for example, CFRP or GFRP. However, it is also conceivable that the backrest and the seat base are designed as separate components and are joined together during assembly of the seat. In this case, it would be conceivable for the seat body to have a base structure to which both the backrest and the seat base are mounted. For example, the base structure could have one or more support elements to which the seat base and the backrest are mounted.In principle, it would also be conceivable for the seat base to be directly attached to the lower end of the backrest. Preferably, the seat base would be rigidly fixed to the backrest. However, it would also be conceivable for the seat base to be pivoted relative to the backrest, allowing it to be folded down against it, for example. This would facilitate entry into the aircraft.

[0013] A "mounting unit" is preferably understood to be a basic structure of the aircraft seat that forms a load-bearing structure for the aircraft seat. The aircraft seat is connected to a mounting plane, 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 plane, preferably the cabin floor, via several fittings, preferably with corresponding mounting rails in the cabin floor. 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 form-fit elements. The mounting unit forms a load-bearing frame for the aircraft seat.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 surface. According to REC 17898 WO, the height adjustment device is designed to allow stepless adjustment of the seat base's height relative to the mounting surface. The seat base can preferably be locked in different positions by means of the height adjustment device. The height adjustment device is designed to be operated by an operator, in particular by a person seated in the aircraft seat, thereby allowing the seat base to be adjusted in height, preferably by a person seated in the seat base. The height adjustment device is designed to move the seat base between its lower and upper positions by a vertical adjustment range.The height adjustment device is preferably designed to mount the seat base adjustable over a vertical adjustment range of 150 mm to 20 mm, preferably between 100 mm to 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 of 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 of 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 of the seat base, perpendicular to the mounting plane.The height adjustment device is designed to adjust 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 floor by means of the height adjustment device is between 152 mm and 22 mm. The sliding axis is preferably aligned in a longitudinal direction along 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 inclined orientation of the sliding axis, the maximum adjustment range by which the seat base is slidably mounted relative to the stand unit by means of the height adjustment device is greater than the maximum height adjustment range by which the seat base is adjusted in height relative to the stand plane. This applies to adjustments of the seat base using REC 17898 WO.

[0014] The height adjustment mechanism moves the seat base forward or backward in both its height and horizontal position by means of the inclined orientation of the sliding axis. When adjusted downwards, towards the mounting surface, the seat base is moved towards a front end of the mounting unit, specifically the seat feet. When adjusted upwards, away from the mounting surface, the seat base is moved towards a rear end of the mounting unit, specifically the seat feet.

[0015] The term "adjustment mechanism" is preferably understood to mean a mechanism that converts a drive movement, preferably a rotational movement of an element, into an adjustment movement, in particular a linear adjustment movement along an adjustment axis of another mechanism element of the adjustment mechanism. The height adjustment device may have only one adjustment mechanism. This single adjustment mechanism could preferably be arranged transversely, preferably centrally between the two seat legs. Preferably, the height adjustment device has two adjustment mechanisms spaced apart from each other, each facing one of the seat legs of the mounting unit. "Provided for" is understood to mean, in particular, specially designed and / or equipped.The phrase "an object is intended for a specific function" means, in particular, that the object fulfills and / or performs this specific function in at least one application and / or operating state. An embodiment according to the invention can advantageously provide an aircraft seat whose seat base is easily height-adjustable. This allows the aircraft seat to be adjusted to the height or leg length of a passenger / pilot with particular advantage.

[0016] It is further proposed that the transmission unit comprises two adjustment mechanisms, each functionally arranged on one side of the seat base between the seat base and the respective seat leg. The adjustment mechanisms are preferably directly connected to the corresponding seat leg. Preferably, the adjustment mechanisms are mounted on the inside of the respective seat leg. Preferably, the adjustment mechanisms are each rigidly screwed to the inside of the respective seat leg. For connection to the seat leg, each adjustment mechanism has at least one mounting bracket that is rigidly screwed to the seat leg. Preferably, REC 17898 WO, each adjustment mechanism has two mounting brackets: a lower mounting bracket and an upper mounting bracket.This allows the height adjustment device to introduce an adjusting force for height adjustment of the seat base particularly advantageously, and especially advantageously uniformly, into the seat base.

[0017] It is further proposed that the adjustment mechanisms be designed as self-locking spindle drives. A "spindle drive" is preferably understood to be a mechanical drive designed to convert a rotational movement into a linear movement 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 threaded spindle with an external thread and a drive element (nut) mounted on the threaded spindle, which has an internal thread, wherein the friction between the external thread of the threaded spindle and the internal thread of the drive element is so high that it cannot rotate back on its own under load, thus allowing movement of the drive element only by active force application, i.e., by actively driving the spindle.This allows the adjustment mechanism to be designed particularly advantageously, especially to achieve simple locking of the height adjustment device in a non-actuated state.

[0018] Furthermore, it is proposed that the two adjustment mechanisms, designed as self-locking spindle drives, have opposite directions of rotation. This means that, to adjust the gear element slidably mounted on the threaded spindle, the adjustment mechanisms must rotate in the same direction, while the threaded spindles of the two adjustment mechanisms must rotate in opposite directions. This allows for a particularly advantageous design of the gear unit.

[0019] It is further proposed that the transmission unit include an actuating transmission designed to adjust the two adjustment transmissions synchronously. An "actuating transmission" is preferably understood to be a transmission that transmits an actuating force, in particular an actuating movement, from a REC 17898 WO

[0020] The drive element transmits power to the adjustment gears. This makes it particularly easy to drive the adjustment gears of the gearbox unit together.

[0021] Furthermore, it is proposed that the actuating mechanism includes a torsion bar, which is connected via a bevel gear to a spindle of an adjustment mechanism, thus coupling the adjustment mechanisms to each other. Advantageously, the actuating mechanism can also be operated under load, particularly when a person is sitting on the seat base. This allows for a particularly simple and convenient height adjustment of the seat base.

[0022] It is further proposed that the aircraft seat assembly include an impact protection device integrated into the height adjustment mechanism. This device is 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 seat base by a defined maximum displacement of at least 135 mm.Preferably, the maximum downward displacement of the seat base in the event of a triggering 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.

[0023] Preferably, the impact protection device comprises two impact protection modules arranged on opposite sides of the seat base. Each impact protection module is functionally positioned between a seat base and the seat base. Preferably, the impact protection device includes an absorption element that absorbs and converts kinetic energy from the seat base. An impact protection module preferably includes at least one absorption element designed to absorb kinetic energy from the seat base during adjustment in the event of a triggering event according to REC 17898 WO.

[0024] The impact protection device is designed to absorb impact energy and convert it into other forms of energy, such as deformation energy, thermal energy, and / or fluid energy. Preferably, the absorption element is designed to convert the kinetic energy of the seat base into deformation energy. By linearly displacing the seat base and / or absorbing the energy, the impact protection module is designed to reduce impact forces. The impact protection device is designed to minimize forces acting on a passenger or crash test dummy seated on the aircraft seat during a crash or crash test. A "downward load" is preferably understood to mean a load case in which an acceleration force of 30G acts on the seat in a downward vertical direction, i.e., towards a support plane.The down-load case can preferably be achieved in a crash test performed as part of the seat's certification. A down-load case can also occur during a crash of the aircraft in which the seat assemblies are mounted. This allows for an aircraft seat assembly with particularly advantageous safety in a crash scenario.

[0025] Furthermore, it is proposed that the impact protection device comprises two impact protection modules arranged on opposite sides of the seat base, each impact protection module being functionally connected between an axially adjustable gear element of the respective adjustment mechanism and the seat base. This allows for a particularly advantageous design of the impact protection device.

[0026] It is further proposed that the impact protection module include an absorption element designed to dissipate operating forces from the seat base to the respective adjustment mechanism under normal operating conditions. An "absorption element" is preferably understood to be an element that converts, or at least partially absorbs, forces acting in an overload situation. In an overload situation, the absorption element is designed to convert acceleration forces into another form of energy. The absorption element is designed to be dimensionally stable and to dissipate normal operating forces under normal operating conditions. This allows for a particularly simple design of the impact protection module. REC 17898 WO

[0027] Furthermore, it is proposed that the absorption element is designed to convert an acceleration force into another form of energy, in particular deformation energy, in the event of an overload. This allows for a particularly simple and advantageous reduction of the acceleration force acting on the passenger seat or a person / crash test dummy sitting on it during a crash or crash test.

[0028] It is further proposed that the absorption element be 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 case where a force acting on the deformation element exceeds a limiting force. In a normal operating condition, the absorption element designed as a deformation element is dimensionally stable and intended 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 designed to be plastically deformed under a defined load. The deformation element can preferably be made of a metal sheet or a ductile material. This allows for a particularly simple design of the absorption element.

[0029] Furthermore, it is proposed that the impact protection module has a stop element connected to an axially adjustable gear element of the respective adjustment mechanism. This stop element is designed to limit the seat base to a maximum displacement during adjustment in the downward load case by the impact protection device. The seat base does not necessarily strike the stop element itself. Preferably, a part of the height adjustment device, in particular a linear bearing element to which the seat base is attached, strikes the stop element. The stop element limits the displacement of the entire height adjustment device to the maximum displacement. In a downward load case, i.e., in a triggering case, the entire impact protection module of the impact protection device is displaced downwards in the direction of the mounting plane.In the event of a trigger event, the impact protection module is adjusted together with the seat base in the direction of the mounting plane. Preferably, the maximum displacement is 135 mm. In principle, it would be conceivable that the maximum displacement could be determined by the height adjustment device, i.e., the REC 17898 WO.

[0030] The seat base in a trigger event, i.e., a downward load event, is between 130 mm and 140 mm. This ensures that adjustment of the seat base during a trigger event by the impact protection device always occurs consistently, regardless of the set height of the seat base. This significantly increases safety.

[0031] It is further proposed that, in a downward load case, the seat base should abut directly or indirectly against the stop element after a maximum displacement. This allows the adjustment of the seat base in a downward load case to be limited to the maximum displacement in a particularly simple and advantageous way.

[0032] Furthermore, it is proposed that the maximum displacement by which the seat base moves in a downward load case be independent of the set seat height. This means that the maximum displacement is always the same in all adjustable height positions of the seat base. This ensures consistent safety regardless of the seat base's height setting.

[0033] Furthermore, it is proposed that each seat leg have at least one vertically extending slot, which is intended to guide and prevent rotation of a gear element of the respective adjustment mechanism. This allows the adjustment mechanism to be designed in a particularly simple manner.

[0034] Furthermore, it is proposed that the height adjustment device has a drive shaft for driving the adjustment gears, which is designed to be set into a rotary motion to adjust the height adjustment device. The drive shaft is preferably designed to be driven by an operator. Preferably, the drive shaft is designed to be driven by a drive element. The drive element can be a mechanical, manually operated drive element or an electrically driven drive element. Preferably, the drive element is designed as a crank connected to the drive shaft and is manually operated, i.e., rotated, by an operator to drive the drive shaft. It is also conceivable, in principle, that the drive element is designed as an electric motor that rotates the drive shaft.This makes it particularly easy for one operator to operate the height adjustment device.

[0035] It is further proposed that the aircraft seat assembly include a bearing unit that pivotably connects the seat base to the seat legs in an upper region and allows the seat base to pivot between an upright sitting position and a maximum comfort position. 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 leg, by means of a sliding bearing or a rolling bearing. An "upper region of the seat leg" is preferably understood to be an upper end, in particular the top 100 mm, more preferably the top 50 mm. An "upright sitting position" is understood to be a maximally upright sitting 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 designed as a position that must be assumed for safety reasons, particularly during takeoff, landing, and turbulence. The upright seating position is thus designed as a so-called TTL (Taxi, Takeoff, Landing) position. In the upright seating position, the backrest is preferably substantially perpendicular to a support plane. Preferably, the backrest in the upright seating position is at an angle of 100 degrees to 105 degrees to the support plane. A "maximum comfort position" is understood to mean, in particular, a rearward-tilted seating position in which at least the backrest is tilted backwards in the opposite direction of the seat's orientation, thereby enabling a passenger seated in the seat to assume a comfortable, rearward-tilted position.In this position, the seat base, which is rigidly fixed to the backrest, is also inclined backwards. If the seat base were designed to pivot relative to the backrest, it would be conceivable that, when adjusting between the upright sitting position and the maximum comfort position, the seat base would not pivot at all or would pivot 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 backwards from a maximum upright sitting position by at least 3 degrees, preferably at least 5 degrees, and particularly preferably by more than 8 degrees (REC 17898 WO).This allows the seat base to be tilted to a particularly advantageous degree by a passenger, thus increasing passenger comfort.

[0036] Furthermore, it is proposed that the aircraft seating device shall have a locking device designed to lock the seat base at least in the upright seating position and in the comfort position, wherein the locking device shall have at least one actuator attached below the seat base of the seat base and designed to assist in adjusting the seat base towards the comfort position.

[0037] 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. The locking device is designed to lock the seat base in stepless intermediate positions. "Stepless intermediate positions" preferably refers to 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 positionally fixed manner. An "actuator" is preferably understood to be 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.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, and which can be locked by means of a spring element in the minimum position, the maximum position, and steplessly in intermediate positions. The bearing elements are preferably lockable by means of the spring element by means of a frictional locking mechanism. It is also preferably conceivable that the actuator is designed as a Mechlock. "Arranged below the seat base" is understood to mean that an element, such as in particular the at least one actuator, is arranged on an underside opposite the upper side of the seat base, REC 17898 WO, which forms a seat surface.Preferably, the bearing unit and the locking device move downwards in a downward load case. Preferably, the bearing unit, which connects the seat base to the mounting unit, and thus also the locking device attached to the seat base, is slidably mounted on the mounting unit. The locking device preferably has a Bowden cable by which the actuator can be operated. This allows the aircraft seat to be designed to be particularly comfortable and versatile in its adjustment for a passenger.

[0038] 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 and 15 degrees. Preferably, the pivot angle by which the seat base can be pivoted is between 3 and 10 degrees, and in a particularly preferred embodiment, between 3 and 8 degrees. For example, the pivot angle by which the seat base can be pivoted can be 3.5 degrees. This allows the seat to be pivoted particularly advantageously between the comfort position and the upright sitting position, thus making it especially comfortable.

[0039] The aircraft seating device according to the invention is not intended to be limited to the application and embodiment described above. In particular, the aircraft seating device according to the invention may, to achieve a functionality described herein, comprise a different number of individual elements, components, and units than the number specified herein.

[0040] Drawings

[0041] Further advantages become apparent from the following description of the drawings. The drawings illustrate two exemplary embodiments of the invention. The drawing, 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.

[0042] They show: REC 17898 WO

[0043] Fig. 1 shows a schematic view of an aircraft seat with a seat device according to the invention, in a first embodiment with a seat base, a mounting unit that mounts the aircraft seat on a mounting plane, and with a height adjustment device that mounts the seat base in a height-adjustable manner.

[0044] Fig. 2 shows a schematic cutaway side view of the aircraft seat with the mounting unit and the height adjustment device for the seat base.

[0045] Fig. 3 shows a schematic detail view of a part, in particular an adjustment mechanism of the height adjustment device in a state mounted on a seat base,

[0046] Fig. 4 shows a schematic exploded view of part of the mounting unit, the height adjustment device with its gear unit, and an impact protection device with its impact protection modules.

[0047] Fig. 5 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.

[0048] Fig. 6 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.

[0049] Fig. 7 shows a schematic comparison of part of the mounting unit and the height adjustment device in different height positions of the height adjustment device.

[0050] Fig. 8 shows a schematic sectional view in a vertical transverse plane through the seat feet of the mounting unit, the height adjustment device and the impact protection device.

[0051] Fig. 9 a schematic side view of part of the mounting unit, the height adjustment device and an impact protection module of the impact protection device, REC 17898 WO

[0052] Fig. 10 shows 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 height adjustment device with a bearing unit that pivotably mounts the seat base, and a locking device.

[0053] Fig. 11 shows 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, and

[0054] Fig. 12 shows a schematic side view of the support 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 detail) in a maximum comfort position.

[0055] Description of the exemplary implementations

[0056] Figures 1 to 9 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 10a. The seating device is designed as an aircraft seating device. The seating device is part of the aircraft seat 10a. The seat 10a is, in particular, designed as an aircraft pilot's seat. The seat 10a designed as an aircraft pilot's seat is intended so that a pilot of the aircraft can sit on it during flight. 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 pilot's seat 10a is intended so that a pilot 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 passenger seat of the aircraft and that a passenger of the aircraft can sit on it during a flight.

[0057] 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 17898 WO, on which aircraft seats 10a can be mounted. The passenger cabin is preferably designed for the transport of two or more passengers. The passenger cabin is designed so that at least one, preferably several, aircraft seats 10a can be mounted in it. For example, two or four aircraft seats 10a could be arranged in the passenger cabin.

[0058] 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, i.e., the entire aircraft seat, to be rigidly mounted on a support level, 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 extending upwards from a rear end of the first section, i.e., away from the support level 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 slightly inclined backwards relative to a vertical orientation. The second section forms an angle of 100 degrees with the first section. In principle, it would be conceivable for the angle formed by the first and second sections to be between 95 degrees and 115 degrees. The seat legs 16a, 18a, i.e., the second sections of the seat legs 16a, 18a, extend to a height exceeding the seat height. The seat feet 16a, 18a preferably extend vertically to a central area of ​​the aircraft seat 10a.The seat legs 16a, 18a extend to a height of at least 500 mm. In the illustrated embodiment, the seat legs 16a, 18a extend 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 surface 12a. The seat legs 16a, 18a are preferably made of metal. It would also be conceivable for the seat legs 16a, 18a to be made of a fiber-reinforced composite material. The support unit 14a has a reinforcing strut 24a that connects the seat legs 16a, 18a to each other at their upper ends.

[0059] 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.

[0060] In principle, other materials would also be conceivable. It would also be conceivable for the seat base 30a to have a separately formed seat base 32a and a separately formed backrest 34a. In this case, it would be conceivable for the seat base 32a and the backrest 34a to be rigidly connected to each other in an assembled state. It would also be conceivable for the seat base 32a and the backrest 34a to be rigidly and immovably connected to each other. In principle, with a separate formation of the seat base 32a and the backrest 34a according to REC 17898 WO, it would also be conceivable for the backrest 34a and the seat base 32a to be 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.If the seat base 32a and the backrest 34a are formed separately, it would be 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. The seat base 30a is not directly connected to the seat feet 16a, 18a.

[0062] The aircraft seating device includes a height adjustment device 100a. The height adjustment device 100a is designed to connect the seat base 30a to the support unit 14a, in particular to the seat feet 16a, 18a, in a height-adjustable manner. The seat base 30a is connected to the seat feet 16a, 18a via the height adjustment device 100a. The height of the seat base 30a relative to the support level 12a can be adjusted using the height adjustment device 100a. The height of the seat base 30a can be continuously adjusted using the height adjustment device 100a. The seat base 30a can be locked in different positions using the height adjustment device 100a. The height adjustment device 100a allows the seat base 30a to be adjusted in height, preferably by a person sitting on the seat base 30a. The height adjustment device 100a is REC 17898 WO

[0063] The seat base 30a is adjustable between an upper and a lower position. In the upper position, the seat base 30a, in particular the seat surface of the seat base 32a, has a maximum height relative to the support level 12a. Preferably, the seat base 30a, in particular the seat surface of the seat base 32a, has a maximum height of 420 mm relative to the support level 12a. It would also be conceivable that the seat base 30a, in particular the seat surface of the seat base 32a, has a height relative to the support level 12a in the upper position that lies between 365 mm and 450 mm. In the lower position, the seat base 30a, in particular the seat surface of the seat base 32a, has a minimum height relative to the support level 12a. In the lower position, the seat base body 30a, in particular the seat surface of the seat base 32a, preferably has a minimum height of 365 mm to the support level 12a.In principle, it would be conceivable that the seat base 30a, in particular the seat surface of the seat base 32a, has a minimum height relative to the support level 12a in its lowered position, which lies between 350 mm and 380 mm. The seat base 30a can be adjusted in height by means of the height adjustment device 100a by a travel of 50 mm. It is also conceivable that the seat base 30a can be adjusted vertically in height by means of the height adjustment device 100a by a travel of between 40 mm and 102 mm. The height of the seat base 30a is measured at a front edge of the seat base 32a, in particular from its upper surface, perpendicular to the support level 12a.

[0064] The height adjustment device 100a includes a gear unit 102a. The seat base 30a can be continuously adjusted between the lower position and an upper position by means of the gear unit 102a. The seat base 30a can also be continuously moved and locked in any intermediate position between the lower and upper positions by means of the gear unit 102a. The gear unit 102a is designed to reliably lock the seat base 30a in the various continuously adjustable intermediate positions.

[0065] The gear unit 102a has a first adjustment gear 104a. The gear unit 102a has a second adjustment gear 106a. The gear unit 102a has the two adjustment gears 104a and 106a for adjusting the seat base 30a. The two adjustment gears 104a and 106a of the gear unit 102a are each functionally located on one side of the seat base 30a between the seat base 30a and the respective REC 17898 WO.

[0066] The seat base 16a, 18a is arranged. The first adjustment mechanism 104a is located between the first, left seat base 16a and the seat body 30a. The second adjustment mechanism 106a is connected between the second, right seat base 18a and the seat body 30a. The two adjustment mechanisms 104a, 106a are each designed to adjust the height of the seat body 30a on one side. During height adjustment, an adjustment force is simultaneously applied to both sides of the seat body 30a via the two adjustment mechanisms 104a, 106a. This allows for a particularly advantageous and uniform adjustment of the seat body 30a by means of the gear unit 102a. The seat body 30a can be adjusted in height simultaneously and uniformly on both sides by means of the two adjustment mechanisms 104a, 106a.

[0067] The adjustment gears 104a and 106a are designed as self-locking spindle gears. The two adjustment gears 104a and 106a, designed as self-locking spindle gears, have opposite directions of rotation. Each of the adjustment gears 104a and 106a, designed as spindle gears, has a threaded spindle 108a and 110a, respectively, and a gear element 112a and 114a mounted on the threaded spindle 108a and 110a, respectively. The threaded spindles 108a and 110a each have an external thread. In particular, the threaded spindles 108a and 110a each have a trapezoidal thread as their external thread. It would also be conceivable, in principle, for the external thread of the threaded spindles 108a and 110a to have a different thread type. The gear element 112a, 114a of the adjustment gears 104a, 106a each has a threaded hole 146a with an internal thread which corresponds to the external thread of the respective threaded spindle 108a, 110a.The gear element 112a, 114a is mounted on the external thread of the respective threaded spindle 108a, 110a via its internal thread. The gear element 112a, 114a of the adjustment gear 104a, 106a is mounted in a rotationally fixed manner. Rotation of the threaded spindle 108a, 110a of the adjustment gear 104a, 106a causes the gear element 112a, 114a to be moved axially on the threaded spindle 108a, 110a.

[0068] The two adjustment gear units 104a and 106a are essentially identical in design. In particular, they have the same components. Only the direction of rotation of the two threaded spindles 108a and 110a differs when assembled. When actuated, the threaded spindles 108a and 110a rotate in opposite directions. The external threads of the threaded spindles 108a and 110a have opposite pitches. When the height adjustment device 100a is actuated, the threaded spindles 108a and 110a of the two adjustment gear units 104a and 106a rotate in opposite directions, while the respective gear element 112a and 114a is adjusted in the same direction.

[0069] The transmission unit 102a includes an actuating transmission 116a. The actuating transmission 116a is designed to synchronously adjust the two adjustment transmissions 104a and 106a. The two adjustment transmissions 104a and 106a can be driven simultaneously via the actuating transmission 116a. The actuating transmission 116a is coupled to both adjustment transmissions 104a and 106a. The actuating transmission 116a includes a torsion bar 118a. The torsion bar 118a is arranged between the two adjustment transmissions 104a and 106a. The torsion bar 118a is designed to transmit a rotary motion between the first adjustment transmission 104a and the second adjustment transmission 106a. The torsion bar 118a is designed to couple the two adjustment gears 104a and 106a to each other in terms of motion. In the illustrated embodiment, the torsion bar 118a is designed to transmit a rotation from the first adjustment gear 104a to the second adjustment gear 106a.The torsion bar 118a is shown as a rectangular bar. In principle, it would also be conceivable for the torsion bar 118a to be a round bar. The actuating mechanism 116a has a bevel gear 120a, 122a for connecting one of the adjusting gears 104a, 106a to the torsion bar 118a. The torsion bar 118a is connected via one of the bevel gears 120a, 122a to the respective adjusting gear 104a, 106a, in particular its threaded spindle 108a, 110a. Each of the angle gears 120a, 122a has a bevel gear non-rotatably connected to the torsion bar 118a and a bevel gear non-rotatably connected to the respective threaded spindle 108a, 110a of the corresponding adjustment gear 104a, 106a, which mesh with each other. This allows a force and / or a rotational movement to be introduced from the respective threaded spindle 108a, 110a into the torsion bar 118a, or from the torsion bar 118a into the respective threaded spindle 108a, 110a.

[0070] The actuating gear 116a has a drive shaft 124a. The drive shaft 124a is designed to transmit a drive motion to the adjusting gears 104a and 106a (REC 17898 WO). The drive shaft 124a is designed as a torsion bar. The drive shaft 124a is connected to the first adjusting gear 104a. The drive shaft 124a is connected to the first adjusting gear 104a at its second end. The drive shaft 124a is connected to the first adjusting gear 104a, i.e., to the threaded spindle 110a of the first adjusting gear 104a, via the first bevel gear 120a. The angle gear 120a has a further bevel gear which is attached to the second end of the drive shaft 124a and which meshes with the bevel gear which is connected to the first adjusting gear 104a, in particular to the threaded spindle 110a of the first adjusting gear 104a.An actuating movement, in particular a rotation, can be initiated via the drive shaft 124a into the first adjusting gear 104a and the torsion bar 118a. The drive shaft 124a is designed to drive the first adjusting gear 104a and the torsion bar 118a via the first bevel gear 120a.

[0071] The actuating mechanism 116a has a drive element 126a by means of which the actuating mechanism 116a can be driven. The drive element 126a is intended for actuating the height adjustment device 100a. The drive element 126a is intended for driving the drive shaft 124a. The drive element 126a is designed to transmit a rotary motion to the drive shaft 124a when actuated. The drive element 126a is connected to a first end of the drive shaft 124a. In the illustrated embodiment, the drive element 126a is designed as a mechanical drive element. The drive element 126a, designed as a mechanical drive element, is intended for manual actuation by an operator. The drive element 126a, designed as a mechanical drive element, is designed as a hand crank that is fixedly connected to the first end of the drive shaft 124a.To drive the actuating mechanism 116a, i.e., to actuate the height adjustment device 100a, an operator can manually turn the drive element 126a, which is designed as a hand crank, and thus adjust the height adjustment device 100a and consequently the seat base 30a, depending on the direction of rotation, to the upper or lower position. In principle, it would also be conceivable for the drive element 126a to be designed as an electric drive element, for example, as an electric motor. The drive element 126a designed as an electric motor could be controlled by a control element or a control unit, which an operator can control accordingly. REC 17898 WO.

[0072] The height adjustment device 100a has a linear bearing unit 128a. The linear bearing unit 128a supports the seat base 30a slidably relative to the support unit 12a. The seat base 30a is linearly slidable relative to the seat feet 16a, 18a via the linear bearing unit 128a. The linear bearing unit 128a supports the seat base 30a along a displacement axis 130a. The displacement axis 130a, along which the linear bearing unit 128a supports the seat base 30a relative to the support unit 14a, is preferably oriented substantially vertically. The vertical direction is perpendicular to the support plane 12a. Preferably, the displacement axis 130a, along which the linear bearing unit 128a slidably supports the seat base 30a, is slightly inclined backwards relative to the vertical direction. Preferably the displacement axis 130a runs in a direction of extension of the second sub-areas of the seat feet 16a, 18a.The sliding axis 130a is preferably inclined at the same angle as the second sections of the seat feet 16a, 18a. Due to the angled orientation of the sliding axis 130a, the adjustment path by which the seat base 30a can be moved along the sliding axis 130a between the lower and upper positions is greater than the vertical adjustment path by which the seat base 30a is displaced vertically relative to the support plane 12a when moved between the lower and upper positions. The adjustment path by which the seat base 30a can be moved along the sliding axis 130a between the lower and upper positions is preferably 52 mm. The linear bearing unit 128a has a first linear guide 72a. The linear guide 72a is provided for the slidable mounting of the seat base 30a. The linear guide 72a supports the seat base body 30a in a linearly displaceable manner relative to the first seat foot 16a.The linear bearing unit 128a has a second linear guide 132a. The linear guide 132a is designed for the slidable mounting of the seat base 30a. The linear guide 132a mounts the seat base 30a so that it can be linearly displaced relative to the second seat foot 18a. The linear guides 72a and 132a are essentially identical in design, which is why only the linear guide 72a, which is arranged on the first seat foot 16a, will be described in more detail below. The second linear guide 132a, which is arranged on the second seat foot 18a, is essentially a mirror image of the first linear guide 72a.

[0073] 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 mounted on a REC 17898 WO

[0074] The guide rail 74a is arranged on the outer side of the seat base 16a. It is preferably integrated into the seat base 16a and is formed by the seat base 16a. The guide rail 74a is formed by a recess 75a in the outer side of the seat base 16a. The recess 75a has a narrow upper section and a wider lower section. The upper section forms a first section of the guide rail 74a, and the lower section forms a second section. The guide rail 74a is preferably formed by the side walls of the recess 75a itself. Alternatively, a separate guide rail could be mounted in the recess 75a. The guide rail 74a is arranged in an upper section of the seat base 16a. The guide rail 74a forms a sliding axis along which the linear guide 74a can be moved.The displacement axis runs in the longitudinal direction of the second sub-section of the seat base 16a.

[0075] The linear guide 72a has a first linear bearing element 76a. The linear bearing element 76a is slidably mounted in the guide rail 74a. The first linear bearing element 76a is slidably mounted in the upper part of 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 seat base body 30a is connected to the linear bearing element 76a. The linear guide 72a has a second linear bearing element 134a. The second linear bearing element 134a is arranged below the first linear bearing element 76a.The second linear bearing element 134a is arranged in the second section of the guide rail 74a. The second linear bearing element 134a is slidably mounted in the guide rail 74a. The second linear bearing element 134a has a base body 136a. The base body 136a of the linear bearing element 76a is preferably rectangular. Sliding elements are preferably attached laterally to the base body 136a, which are in contact with the guide rail 74a. In principle, it would also be conceivable for the base body 136a itself to be in sliding contact with the guide rail 74a. The seat base body 30a is connected to the linear bearing element 76a. REC 17898 WO.

[0076] The seat base 30a is slidably connected to the seat foot 16a via the two linear bearing elements 76a, 134a. This connection of the seat base 30a via the two linear bearing elements 76a, 134a preferably results in the seat base 30a being rigidly fixed to the seat foot 16a in a fixed orientation, i.e., at a constant angle. The seat base 30a is rigidly connected to the linear bearing elements 76a, 134a. The seat base 30a is slidably coupled to the seat foot 16a via the linear guide 72a.

[0077] The two adjustment mechanisms 104a, 106a are each arranged on the inner side of the respective seat leg 16a, 18a. The two adjustment mechanisms 104a, 106a are each attached to a lower end of the second section of the respective seat leg 16a, 18a. The adjustment mechanisms 104a, 106a are each firmly screwed to the inner side of the respective seat leg 16a, 18a. As previously described, the adjustment mechanisms 104a, 106a of the transmission unit 102a are essentially identical in design. The two adjustment mechanisms 104a, 106a are preferably mirror images of each other. Since the adjustment mechanisms 104a, 106a are essentially identical in design, only the adjustment mechanism 104a, which is arranged on the first seat leg 16a, will be described in more detail below.

[0078] The adjustment mechanism 104a has a first mounting base 138a. The first mounting base 138a forms a lower mounting platform. The first mounting base 138a is connected to the inside of the lower end of the first section of the seat base 16a. Preferably, the mounting base 138a is screwed to the seat base 16a. The mounting base 138a has a bearing receptacle in which the threaded spindle 108a of the adjustment mechanism 104a is supported at one end. The threaded spindle 108a is preferably rotatably mounted in the bearing receptacle of the mounting base 138a via a bearing sleeve. A retaining element 140a of the actuating mechanism 116a is preferably connected to the mounting base 138a, the retaining element having bearing receptacles for the torsion bar 118a and the drive shaft 124a.The drive shaft 124a and the torsion bar 118a are rotatably mounted on the first mounting body 138a via the bearing receptacles of the retaining element 140a. The adjustment mechanism 104a has a second mounting body 142a. The second mounting body 142a is designed as an upper mounting body according to REC 17898 WO. The second mounting body 142a forms an upper mounting platform for the adjustment mechanism 104a. The upper mounting body 142a is screwed to the inside of the seat base 16a. The upper mounting body 142a forms an upper bearing for the threaded spindle 108a of the adjustment mechanism 104a. The mounting body 142a has a bearing receptacle in which the threaded spindle 108a of the adjustment mechanism 104a is supported at one end. The threaded spindle 108a is preferably rotatably mounted in the bearing receptacle of the mounting base body 142a via a bearing sleeve.

[0079] The gear element 112a of the adjustment mechanism 104a is arranged between the two mounting base bodies 138a and 142a and connected to the threaded spindle 108a. The gear element 112a has a first base body 144a. The first base body 144a forms the threaded hole 146a of the gear element 112a. The threaded hole 146a is designed as a through-hole. The threaded hole 146a extends from a top surface to a bottom surface of the base body 144a. In an assembled state, the threaded spindle 108a of the adjustment mechanism 104a is arranged in the threaded hole 146a. The threaded spindle 108a is self-locking in the threaded hole 146a. The base body 144a has a mounting area 148a. Mounting area 148a is provided for the indirect connection of the seat base 30a. The second linear bearing element 134a of the linear guide 72a is indirectly connected to the adjustment mechanism 104a via mounting area 148a.The gear element 112a has a second base body 150a. The second base body 150a can be positively connected to the first base body 144a. The second base body 150a is formed separately from the first base body 144a. The two base bodies 144a and 150a are designed to be positively connected to each other in an assembled state. The separate formation of the two base bodies 144a and 150a allows for simpler assembly of the adjustment gear 104a. It would also be conceivable, in principle, for the first base body 144a and the second base body 150a to be formed in one piece. Thus, it would be conceivable for the two base bodies 144a and 150a to form the gear element 112a in one piece.

[0080] The second base body 150a is designed to prevent rotation of the gear element 112a. The second base body 150a is designed to support the gear element REC 17898 WO.

[0081] The second base body 150a is to be fixed rotationally fixed relative to the seat base 16a and the threaded spindle 108a. The second base body 150a has a U-shaped cross-section. The second base body 150a has two parallel side walls and a rear wall. The second base body 150a is open in the direction of the seat base 16a. The seat base 16a has two vertically extending slots 152a, 154a. The slots 152a, 154a run coaxially or parallel to the displacement axis 130a of the linear bearing unit 128a. The slots 152a, 154a are arranged in the lower part of the recess 75a in the seat base 16a. The slots 152a and 154a are designed as through slots extending from an inner side of the seat base 16a to an outer side of the seat base 16a within the recess 75a. The slots 152a and 154a run parallel to each other.The slots 152a and 154a are spaced apart, with a spacing that essentially corresponds to the distance between the side walls of the U-shaped second base body 150a. The second base body 150a is designed so that, in its assembled state, its side walls extend into the slots 152a and 154a. In the assembled state, the base body 150a is positioned with its side walls in the slots 152a and 154a. This secures the second base body 150a, and thus the gear element 112a of the adjustment mechanism 104a, to the seat base 16a via the sliding axis 130a. Furthermore, the engagement of the slots 152a and 154a prevents the second base body 150a, and thus the second gear element 112a, from rotating. The adjustment mechanism 104a has a sliding bearing element 156a, which is arranged between the gear element 112a and the seat base 16a, in particular the slots 152a, 154a.The sliding bearing element 156a is arranged in an assembled state between the second base body 150a and a region of the slots 152a, 154a. The sliding bearing element 156a is designed to reduce friction between the second base body 150a and the slots 152a, 154a in which the base body 150a is supported by its side walls. It would also be conceivable, in principle, that the seat base 16a has only one vertically extending slot and that the second base body 150a extends through a slot with only one wall.

[0082] The aircraft seat assembly includes an impact protection device 66a. The impact protection device 66a is preferably integrated into the height adjustment device 100a. 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-load situation. The impact protection device 66a is designed to minimize forces on a passenger or crash test dummy seated on the aircraft seat 10a in 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, 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 case, i.e., in a triggering case. 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 case.In the event of a triggering event, the impact protection device 66a is designed to displace the seat base 30a relative to the seat feet in the direction of the support unit 14a.

[0083] 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 adjustment mechanism 104a. 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 adjustment mechanism 106a. Each of the impact protection modules 68a, 70a is functionally arranged between a seat base 16a, 18a and the axially adjustable gear element 112a, 114a, in particular between a seat base 16a, 18a and the first base body 144a of the corresponding gear element 112a, 114a. The two impact protection modules 68a, 70a are identical in design. Therefore, only the 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.

[0084] The impact protection module 68a has an absorption element 80a.

[0085] Absorption element 80a is designed to absorb a kinetic energy of the REC 17898 WO

[0086] The absorption element 80a is designed to absorb and partially convert the force exerted on the seat base 30a in the event of a trip. In an overload situation, the absorption element 80a is designed to convert an acceleration force into another form of energy, in particular deformation energy. Under normal operating conditions, the absorption element 80a is designed to dissipate operating forces from the seat base 30a into the seat foot 16a. Under normal operating conditions, the absorption element 80a is designed to dissipate operating forces from the seat base 30a into the adjustment mechanism 104a. Under normal operating conditions, the absorption element 80a is designed to maintain the impact protection device 66a in its undisturbed state. Under normal operating conditions, normal operating forces, in particular weight forces and acceleration forces acting on the seat base 30a, are transferred to the seat foot 16a via the absorption element 80a and the adjustment mechanism 104a.The absorption element 80a is preferably designed as a deformation element. In particular, the absorption element 80a is designed as a deformation sheet. The absorption element 80a designed as a deformation sheet is a flat, dimensionally stable sheet intended to be plastically deformed under a defined load. The absorption element 80a is preferably made of a metal sheet of a ductile material.

[0087] The absorption element 80a is arranged between the adjustment mechanism 104a and the second linear bearing element 134a of the linear guide 72a. The absorption element 80a connects the adjustment mechanism 104a to the linear guide 72a. Forces between the adjustment mechanism 104a and the linear guide 72a, and in particular between the seat base 16a and the seat body 30a, are transmitted via the absorption element 80a. The absorption element 80a is connected at a first end to the axially displaceable gear element 112a of the adjustment mechanism 104a. Preferably, the absorption element 80a is connected at its first end to the first base body 144a of the gear element 112a. The absorption element 80a is connected at its first end to the mounting area 148a of the first base body 144a, in particular by means of screws.

[0088] The absorption element 80a is rigidly connected at one end to the second linear bearing element 134a of the linear guide 72a. The absorption element 80a is rigidly screwed to the linear bearing element 134a at its second end. Thus, according to REC 17898 WO, the absorption element 80a is rigidly connected to the linear guide 72a via the linear bearing element 134a. The absorption element 80a, 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 134a. The absorption element 80a, designed as a deformation plate, is bent by 180 degrees at one end. This bend at the second end region of the absorption element 80a, designed as a deformation plate, predetermines a deformation of the absorption element 80a in a triggering event.

[0089] The impact protection module 68a has a stop element 158a. The stop element 158a is designed to limit the seat base body 30a to a maximum displacement X during adjustment in the down-load case by the impact protection device 66a. The stop element 158a is designed to limit the relative movement between the adjustment mechanism 104a, in particular the gear element 112a of the adjustment mechanism 104a, and the linear guide 72a, in particular the second linear bearing element 134a of the linear guide 72a, to which the seat base body 30a is rigidly attached, to a maximum displacement X. The stop element 158a is formed by the second base body 150a of the gear element 112a. The stop element 158a is arranged at an end of the second base body 150a facing away from the first base body 144a.In its assembled state, the stop element 158a extends through at least one slot 152a, 154a in the seat base 16a to the outside of the seat base 16a.

[0090] Preferably, the stop element 158a is formed by projections at the lower ends of the two side walls of the second base body 150a, which extend through the two slots 152a, 154a. The stop element 158a is designed so that, in a trigger event after a maximum displacement X, the linear bearing element 134a abuts the stop element 158a. By abutting, i.e., by the positive-locking contact of the linear bearing element 134a with the stop element 158a, particularly after deformation of the absorption element 80a in a trigger event, the relative movement of the linear bearing element 134a, and thus of the seat base body 30a attached to it, is limited in the trigger event relative to the adjustment mechanism 104a, in particular the gear element 112a of the adjustment mechanism 104a, to the maximum displacement X.In a downward load case, after a maximum displacement X through the linear bearing element 134a, the seat base 30a indirectly strikes the stop element 158a. It would also be conceivable, in principle, that the seat base 30a itself strikes the stop element 158a directly.

[0091] The maximum displacement X, by which the seat base 30a moves in a downward load case, is independent of the set seat height. Due to the design of the stop element 158a by the axially adjustable gear element 112a of the adjustment mechanism 104a, the stop always moves along with any height adjustment of the seat base 30a. This ensures that the distance between the seat base 30a, in particular between the linear bearing element 134a, on which the seat base 30a is mounted, and the stop element 158a remains constant in a normal operating condition, in which forces are transmitted via the absorption element 80a 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.

[0092] The second impact protection module 70a also has an absorption element 80'a. 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. In normal operating conditions, the absorption element 80'a is designed to dissipate operating forces from the seat base 30a into the second seat foot 18a. The absorption element 80'a is arranged between the second adjustment mechanism 106a and a second linear bearing element of the linear guide 132a. The absorption element 80a connects the adjustment mechanism 106a to the linear guide 132a. The absorption element 80'a of the second impact protection module 70a is preferably identical in design to the absorption element 80a of the first impact protection module 68a.

[0093] In the event of a triggering of the impact protection device 66a, the absorption elements 80a, 80'a of the impact protection modules 68a, 70a, designed as deformation plates, deform. In a crash or crash test in which forces act vertically downwards, the absorption elements 80a, 80'a, designed as deformation plates, are bent by the acting forces. The forces acting on the seat base 30a are transmitted via the second linear bearing element 134a to the respective absorption element 80a, 80'a of REC 17898 WO

[0094] Absorption modules 68a, 70a of the impact protection device 66a transmit the energy. These absorption elements 80a, 80'a, designed as deformation plates, are deformed by the applied forces and thereby convert them into deformation energy. The deformation of the absorption elements 80a, 80'a, designed as deformation plates, moves the linear bearing elements 76a, 134a of the respective linear guides 72a, 132a downwards in the guide rail 74a. This causes the entire seat base 30a to move downwards during the triggering event. During this movement, the absorption elements 80a, designed as deformation plates, are further deformed and thus absorb more energy. The absorption elements 80a can continue to deform until the seat base body 30a, in particular the second linear bearing element 134a of the linear guides 72a, 132a, strikes the corresponding stop element 158a of the impact protection modules 68a, 70a after the maximum displacement X.If the seat base body 30a, in particular the second linear bearing element 134a of the linear guides 72a, 132a, is struck against the corresponding stop element 158a of the impact protection modules 68a, 70a after the maximum displacement X, a force is introduced via the linear bearing element 134a directly into the corresponding gear element 112a, 114a of the corresponding adjustment gear 104a, 106a.

[0095] Figure 7 shows an example of how the height adjustment device 100a is arranged in various height settings for the seat base 30a. In the left-hand illustration, the height adjustment device 100a is arranged such that the seat base 30a is in its lowest position. By actuating the drive element 126a, i.e., by turning the drive element 126a, which is designed as a crank, a passenger sitting on the aircraft seat 10a can operate the height adjustment device 100a and adjust the height of the seat base 30a. When the operator actsuates the drive element 126a, the drive shaft 124a is set into rotation, which, via the bevel gears 120a, 122a and the torsion bar 118a, drives both adjustment gears 104a, 106a simultaneously, in particular synchronously.By actuating the drive element 126a by the operator, the adjusting gears 104a, 106a, in particular the threaded spindles 108a, 110a of the adjusting gears 104a, 106a, are driven via the actuating gear 116a, i.e., set into rotation. The rotation of the threaded spindles 108a, 110a drives the gear elements 112a, 114a meshing on the threaded spindles 108a, 110a, which are in accordance with REC 17898 WO.

[0096] The gear elements 112a, 114a, which are secured against rotation, are moved axially on the threaded spindles 108a, 110a. The gear elements 112a, 114a, which are secured against rotation, are moved by the rotation of the threaded spindles 108a, 110a on the external thread of the threaded spindles 108a, 110a. By the axial movement of the gear elements 112a, 114a on the threaded spindles 108a, 110a, the linear bearing elements 134a of the linear guides 72a, 132a, which are connected to the respective adjustment gears 104a, 106a via the absorption element 80a, 80'a, are displaced in the corresponding guide rail 74a of the linear guide 72a, 132a. This causes the linear bearing elements 134a of the linear guides 72a, 132a and the seat base body 30a connected to them to be moved along the guide rail 74a, i.e. in particular in their height to the seat feet 16a, 18a and also to the support plane 12a.The stop element 158a is always adjusted in height, as can be seen in the illustrations of Figure 7. In the middle illustration, the height adjustment device 100a is arranged such that the seat base 30a is in its intermediate middle position. In the right illustration, the height adjustment device 100a is arranged such that the seat base 30a is in its upper position.

[0097] Figures 10 to 12 show a second 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, particularly those 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 9. To distinguish the embodiments, the letter "a" is appended to the reference numerals of the embodiment in Figures 1 to 10. In the embodiment of Figures 10 to 12, the letter "a" is replaced by the letter "b".

[0098] Figures 10 to 12 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. REC 17898 WO

[0099] The aircraft seat 10b is designed to be mounted on a support platform 12b. The seat assembly includes a support unit 14b. The support unit 14b is provided for mounting the seat assembly, i.e., the aircraft seat 10b, on the support platform 12b. The support unit 14b forms a supporting 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 preferably have a substantially L-shaped base. The seat feet 16b, 18b are preferably each firmly connected to the support platform 12b by means of two fittings 20b, 22b. The seat feet 16b, 18b extend vertically to a height of at least 500 mm and 600 mm, respectively.

[0100] 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 from 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.

[0101] The aircraft seat assembly includes a height adjustment device 100b. The height adjustment device 100b is essentially identical to that in the first embodiment and will therefore not be described in the same level of detail below. A more detailed explanation of the height adjustment device of the second embodiment can be provided with reference to the first embodiment. 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. (See REC 17898 WO.)

[0102] The height adjustment device 100b allows the height of the seat base 30b to be adjusted relative to the support surface 12b. The height of the seat base 30b can be continuously adjusted by means of the height adjustment device 100b. The seat base 30b can be locked in different positions by means of the height adjustment device 100b. The height of the seat base 30b can preferably be adjusted by a person sitting on the seat base 30b using the height adjustment device 100b. The seat base 30b can be adjusted between an upper position and a lower position by means of the height adjustment device 100b. 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 surface 12b.

[0103] The height adjustment device 100b includes a gear unit 102b. The seat base 30b is continuously adjustable between the lower position and an upper position by means of the gear unit 102b. The gear unit 102b has a first adjustment gear 104b and a second adjustment gear 106b. The gear unit 102b has these two adjustment gears 104b and 106b for adjusting the seat base 30b. The two adjustment gears 104b and 106b of the gear unit 102b are each functionally arranged on one side of the seat base 30b, between the seat base 30b and the respective seat foot 16b or 18b. The adjustment gears 104b and 106b are designed as self-locking spindle drives. The two adjustment gears 104b, 106b, designed as self-locking spindle gears, have opposite directions of rotation.The adjustable gear units 104b and 106b, designed as spindle drives, each have a threaded spindle 108b and 110b, respectively, and a gear element 112b and 114b mounted on the threaded spindle 108b and 110b. The two adjustable gear units 104b and 106b are essentially identical in design. In particular, the two adjustable gear units 104b and 106b have the same components. Only the direction of rotation of the two threaded spindles 108b and 110b differs when assembled.

[0104] The gearbox unit 102b has an actuating gearbox 116b. The actuating gearbox 116b is designed to adjust the two adjusting gearboxes 104b and 106b synchronously. The actuating gearbox 116b is coupled to both adjusting gearboxes 104b and 106b. The actuating gearbox 116b has a torsion bar 118b. REC 17898 WO

[0105] The actuating gear 116b has a bevel gear 120b, 122b for connecting one of the adjusting gears 104b, 106b to the torsion bar 118b. The actuating gear 116b has a drive shaft 124b. The drive shaft 124b is provided for transmitting a drive movement to the adjusting gears 104b, 106b. 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 provided for actuating the height adjustment device 100b. The drive element 126b is provided for driving the drive shaft 124b.

[0106] 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 12b. The seat base 30b is linearly slidably mounted relative to the seat feet 16b and 18b via the linear bearing unit 128b. The linear bearing unit 128b has a first linear guide 72b. The linear guide 72b is provided for the slidable mounting of the seat base 30b. The linear guide 72b supports the seat base 30b so as to be linearly slidably mounted relative to the first seat foot 16b. The linear bearing unit 128b has a second linear guide 132b. The linear guide 132b is provided for the slidable mounting of the seat base 30b. 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.

[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 arranged on an outer surface of 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 an upper, narrow section and a lower, wider section. The upper section forms a first section of the guide rail 74b. The lower section forms a second section of the guide rail 74b.

[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 linear bearing element 76b is slidably mounted in the guide rail 74b. The linear bearing element 76b has a base body. The seat base body 30b is connected to the linear bearing element 76b. The linear guide REC 17898 WO

[0109] 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. In contrast to the first embodiment, the seat base is not directly connected to the second linear bearing element 134b.

[0110] The seat assembly 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 region of the seat feet 16b, 18b, i.e., in an upper region of the second section 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. The upright sitting position is designed as a maximum upright position of the aircraft seat 10b, in which the aircraft seat 10b has a maximum upright position. The upright sitting position is designed as a so-called TTL position. In the upright sitting position, the backrest 34b has an angle of 102 degrees to the support plane 12b.In the comfort position, the seat base 30b is pivoted from the upright sitting position by means of the bearing unit 40b. In the comfort position, a section of the backrest 34b located above the bearing unit 40b is pivoted backwards. A section of the backrest 34b and the seat base 32b of the seat base 30b located below the bearing unit 40b is pivoted forwards in the comfort position. The bearing unit 40b is designed to pivot the seat base 30b between the upright sitting position and the maximum comfort position by a pivot angle of, for example, 3.5 degrees. It would also be conceivable for the bearing unit 40b to pivot the seat base 30b between the upright sitting position and the maximum comfort position by a pivot angle between 1 degree and 15 degrees.In the maximum comfort position, the seat base 30b is swivelled by 8 degrees. In the maximum comfort position, the backrest 34b forms an angle of 110 degrees with the support surface 12b. REC 17898 WO.

[0111] The bearing unit 40b is arranged on the first linear bearing element 76b of the two linear guides 72b, 132b. The seat base 30b is rotatably connected to the first linear bearing element 76b of the two linear guides 72b, 132b via the bearing unit 40b. This allows the seat base 30b to be rotatably coupled to the seat feet 16b, 18b via the linear guides 72b, 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 30b to the respective linear bearing element 76b.

[0112] 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 allows the seat base 30b to be securely locked in various sitting positions while a person is seated on it. The locking device 42b has an unactuated state. In the unactuated state, i.e., the locked state, the locking device 42b is designed to lock the seat base 30b in its current sitting position, i.e., to lock it in place. The locking device 42b also has an actuated state.In the actuated state, i.e. the unlocked state, the locking device 42b is designed not to lock the seat base 30b, i.e. to release it, so that it can pivot via the bearing unit 40b between the upright sitting position and the maximum comfort position.

[0113] The locking device 42b has an actuator 44b. The actuator 44b is designed to lock the locking device 42b in an unactuated state. In an unactuated state, the actuator 44b locks the locking device 42b, and thereby the seat base 30b in its current position. In an unactuated state, the actuator 44b has a fixed length. The actuator 44b has an actuated state. The actuator 44b is designed to unlock the locking device 42b in the actuated state and to release movement of the seat base 30b. The actuator 44b preferably has a base 46b and a piston 48b axially displaceable within the base 46b, as specified in REC 17898 WO. In the unactuated state of the actuator 44b, the piston 48b is fixed in the base body 46b. In an actuated state, the actuator 44b is designed to exert an actuating force.In its actuated state, the actuator 44b is designed to exert an actuating force in the direction of the piston 48b. The actuator 44b is designed to assist the adjustment of the seat base 30b towards the comfort position. In an actuated state, the actuator 44b pushes the seat base 30b towards its comfort position. The actuator 44b is designed as a mechlock. It would also be conceivable for the actuator 44b to be designed as a gas spring. The actuator 44b has a release element 60b. The release element 60b is designed to actuate the actuator 44b. By actuating the release element 60b, the actuator 44b can be moved into an actuated state.

[0114] 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 includes 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 seated in the seat. The Bowden cable 62b is designed to actuate the actuator 44b, i.e., to actuate the locking device 42b. The actuator 44b can be actuated via the Bowden cable 62b. The Bowden cable 62b is connected at one end to the release element 60b of the actuator 42b. By actuating the Bowden cable 62b, the release element 60b can be actuated, thus moving the actuator 44b into its actuated state. The actuating element 64b is designed to actuate the Bowden cable 62b.

[0115] Actuating element 64b is shown here only as an example and in a highly schematic form. Preferably, the actuating element 64b is arranged at a location on the aircraft seat 10b that is easily accessible to a passenger seated on the aircraft seat 10b. For example, it would be conceivable that the actuating element 64b is arranged on a side of the seat base 32b or the backrest 34b or on an armrest of the aircraft seat 10b. REC 17898 WO

[0116] The actuator 44b is functionally arranged between the seat base 30b and the support unit 14b, in particular the seat legs 16b, 18b. The actuator 44b is connected below the seat base 32b of the seat base 30b. The actuator 44b is connected to the seat base 32b at a first end. The actuator 44b is connected to an underside of the seat base 32b. The actuator 44b is preferably connected centrally to the seat base 30b, i.e., the seat base 32b. The actuator 44b is connected centrally to the seat base 32b in the transverse direction. The actuator 44b is arranged in a central area between the seat legs 16b, 18b. The actuator 44b is preferably arranged centrally between the two seat legs 16b, 18b and is equidistant from them.

[0117] 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. The transmission element 50b is designed as a shell element. Preferably, the transmission element 50b is connected to an underside of the seat base 32b by force-fit, form-fit, and / or material-fit connection. A fastening element 52b is attached to a connection area of ​​the transmission element 50b, to which the actuator 44b can be attached. The actuator 44b, with its piston 48b, can be attached to the transmission element 50b, i.e., the seat base 32b, via the fastening element 52b.

[0118] 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 transverse element 54b is preferably designed as a strut. For example, the transverse element 54b could be made of a metal or a fiber composite material. The transverse element 54b is designed to support a force from the actuator 44b on the support unit 14b. The transverse element 54b is connected to both seat feet 16b, 18b. The transverse element 54b is preferably connected indirectly to both seat feet 16b, 18b. The transverse element 54b is designed to transmit support forces from the actuator 44b to both seat feet. The locking device 42b has a fastening element 55b by which the actuator 44b is connected to the transverse element 54b.The actuator 44b can be pivotally attached to the transverse element 54b via the fastening element 55b. The actuator 44b is connected to the transverse element 54b via the fastening element 55b so that it can pivot about a horizontal pivot axis.

[0119] The locking device 42b has two intermediate elements 56b and 58b. The intermediate elements 56b and 58b are designed to connect the transverse element 54b to the respective seat legs 16b and 18b. One intermediate element 56b or 58b is positioned between the transverse element 54b and each of the seat legs 16b and 18b. The first intermediate element 56b is associated with the first seat leg 16b. The first intermediate element 56b is coupled to the first seat leg 16b. The first intermediate element 56b is mounted on the first seat leg 16b. The second intermediate element 58b is associated with the second seat leg 18b. The second intermediate element 58b is coupled to the second seat leg 18b. The second intermediate element 58b is mounted on the second seat leg 18b. The intermediate elements 56b and 58b are essentially identical in design. The intermediate elements 56b, 58b are each connected at a first end to one side of the transverse element 54b.The transverse element 54b is connected to the respective intermediate element 56b, 58b in a rotationally fixed manner. The transverse element 54b is preferably connected to the respective intermediate element 56b, 58b by means of a bolted connection. At a second end, the intermediate elements 56b, 58b are each connected to the respective seat base 16b, 18b. The intermediate elements 56b, 58b are connected to the respective seat base 16b, 18b in the area of ​​the bearing unit 40b. The intermediate elements 56b, 58b are designed as plate-like elements. The intermediate elements 56b, 58b are designed as thin-walled, elongated beams. The intermediate elements 56b, 58b are preferably designed as metal sheets. In an assembled state, the intermediate elements 56b, 58b extend from the height of the bearing unit 40b to an area below the seat base 32b.The intermediate elements 56b, 58b extend, in an assembled state, from an upper end region of the respective seat foot 16b, 18b to a height of the actuator 44b below the seat base 32b. The intermediate elements 56b, 58b have a substantially triangular basic shape. In an assembled state, the intermediate elements 56b, 58b extend with a rear side substantially parallel to the seat foot 16b, 18b. The intermediate elements 56b, 58b extend forward at a lower end from the rear side towards the transverse element 54b. The intermediate elements 56b, 58b extend with their lower REC 17898 WO.

[0120] The end, in its assembled state, is located below the seat base 32b of the seat body 30b. The intermediate elements 56b, 58b are designed to couple an upper section of the seat feet 16b, 18b to the transverse element 54b. A support force from the actuator 44b can be transmitted via the intermediate elements 56b, 58b to the seat feet 16b, 18b via the transverse element 50b.

[0121] 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 designed to move downwards in the event of a downward load.The bearing unit 40b and the locking device 42b are integrated into the impact protection device 66b. In the event of a trigger event, the bearing unit 40b, the seat base 32b connected to the bearing unit 40b, and the locking device 42b are all moved downwards together by the impact protection device 66b. The impact protection device 66b is arranged between the support unit 12b and the seat base 32b. Functionally, the impact protection device 66b is located between the seat base 32b and the seat feet 16b, 18b.

[0122] The impact protection device 66b is essentially identical to that in the first embodiment. 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 intermediate element 56b. The impact protection device 66b comprises a second impact protection module 70b. The impact protection module 68b comprises an absorption element 80b. The absorption element 80b is designed to absorb and partially convert kinetic energy from the seat base 30b in the event of a triggering event. REC 17898 WO

[0123] The absorption element 80b is designed to convert an acceleration force into another form of energy, in particular deformation energy, in the event of an overload. Under normal operating conditions, the absorption element 80b is designed to dissipate operating forces from the seat base 30b into the seat foot 16b. 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 are transmitted via the absorption element 80b between the adjustment mechanism 104b and the linear guide 72b, specifically between the seat foot 16b and the seat base 30b. The absorption element 80b is connected at one 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. At its second end, the absorption element 80b is firmly connected to the second linear bearing element 134b of the linear guide 72b. The absorption element 80b is screwed firmly to the linear bearing element 134b at its second end. This connects the absorption element 80b firmly to the linear guide 72b via the linear bearing element 134b.

[0124] The impact protection module 68b has a stop element 158b. The stop element 158b is designed to limit the seat base 30b to a maximum displacement X when adjusted in the down-load case by the impact protection device 66b. The stop element 158b is formed by a second base body 150b of the gear element 112b. The stop element 158b is arranged at an end of the second base body 150b facing away from the first base body 144b. The maximum displacement X by which the seat base 30b is moved in a down-load case is independent of any set seat height. Due to the design of the stop element 158b by the axially adjustable gear element 112b of the adjustment gear 104b, the stop is always moved along with any height adjustment of the seat base 30b. Reference numeral

[0125] 10 aircraft seats 68 impact protection modules

[0126] 12 Mounting level 70 Impact protection module

[0127] 14 Mounting unit 72 Linear guide

[0128] 16 Seat base 74 Guide rail

[0129] 18 Seat base 75 Recess

[0130] 20 Fitting 76 Linear bearing element

[0131] 22 Fitting 78 Swivel bearing

[0132] 24 Reinforcing strut 80 Absorption element

[0133] 30 seat bases

[0134] 32 Seat base 100 Height adjustment device

[0135] 34 Backrest 102 Gear unit

[0136] 36 side area 104 adjustment gear

[0137] 38 side area 106 adjustment gear

[0138] 40 bearing unit 108 threaded spindle

[0139] 42 Locking device 110 Threaded spindle

[0140] 44 Actuator 112 Gear element

[0141] 46 Base body 114 Gear element

[0142] 48 pistons, 116 actuating gears

[0143] 50 Transmission element 118 Torsion bar

[0144] 52 Fastening element 120 Angle gear

[0145] 54 Cross element 122 Angle gear

[0146] 55 Fastening element 124 Drive axle

[0147] 56 Intermediate element 126 Drive element

[0148] 58 Intermediate element 128 Linear bearing unit

[0149] 60 Release element 130 Shift axis

[0150] 61 Actuating module 132 Linear guide

[0151] 62 Bowden cable 134 Linear bearing element

[0152] 64 Actuating element 136 Base body

[0153] 66 Impact protection device 138 Mounting base body Retaining element 158 ​​Stop element Mounting base body Base body Threaded hole Mounting area Base body Slot Slot Sliding bearing element

Claims

- 46 - REC 17898 WO December 17, 2025 Claims 1. Aircraft seating device, in particular aircraft pilot 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 height adjustment device (100a; 100b) by means of which the seat base (30a; 30b) can be adjusted in height on the seat legs (16a, 18a; 16b, 18b) is connected, characterized in that the height adjustment device (100a; 100b) has a gear unit (102a; 102b) by means of which the seat base body (30a; 30b) is continuously adjustable between a lower position and an upper position, wherein the gear unit (102a; 102b) has at least one adjustment gear (104a, 106a; 104b, 106b) which is functionally arranged between the seat base body (30a; 30b) and the stand unit (14a; 14b).

2. Aircraft seat device according to claim 1, characterized in that the gear unit (102a; 102b) has two adjustment gears (104a, 106a; 104b, 106b) which are each functionally arranged on one side of the seat base body (30a; 30b) between the seat base body (30a; 30b) and the respective seat foot (16a, 18a; 16b, 18b).

3. Aircraft seating device according to claim 1 or 2, characterized in that the adjustment gears (104a, 106a; 104b, 106b) are designed as self-locking spindle gears. - 47 - REC 17898 WO 4. Aircraft seating device according to one of the preceding claims, characterized in that the two adjustment gears (104a, 106a; 104b, 106b) designed as self-locking spindle gears have opposite directions of rotation.

5. Aircraft seating device according to one of the preceding claims, characterized in that the transmission unit (102a; 102b) has an actuating transmission (116a; 116b) which is provided to adjust the two adjustment transmissions (104a, 106a; 104b, 106b) synchronously.

6. Aircraft seating device according to one of the preceding claims, characterized in that the actuating mechanism (116a; 116b) has a torsion bar (118a; 118b) which is connected via an angle gear (120a, 122a; 120b, 122b) to a threaded spindle (108a, 110a; 108b, 110b) of an adjustment gear (104a, 106a; 104b, 106b) and couples the adjustment gears (104a, 106a; 104b, 106b) to each other motionally.

7. Aircraft seating device according to one of the preceding claims, characterized by an impact protection device (66a; 66b) integrated into the height adjustment device (100a; 100b), which is designed to dampen downward movement of the seat base body (30a; 30b) in the direction of a mounting plane (12a; 12b) in a down-load case.

8. Aircraft seat device according to claim 7, characterized in that the impact protection device (66a; 66b) has two impact protection modules (68a, 70a; 68b, 70b) arranged on opposite sides of the seat base body (30a; 30b), wherein each impact protection module (68a, 70a; 68b, 70b) is functionally connected between an axially adjustable gear element (112a, 114a; 112b, 114b) of the respective adjustment gear (104a, 106a; 104b, 106b) and the seat base body (30a; 30b). - 48 - REC 17898 WO 9. Aircraft seat device according to claim 8, characterized in that the impact protection module (68a, 70a; 68b, 70b) has an absorption element (80a, 80'a; 80b, 80'b) which is provided to dissipate operating forces from the seat base body (30a; 30b) into the respective adjustment mechanism (104a, 106a; 104b, 106b) in a normal operating state.

10. Aircraft seating device according to claim 9, characterized in that the absorption element (80a, 80'a; 80b, 80'b) is provided to convert an acceleration force into another form of energy, in particular into deformation energy, in an overload case.

11. Aircraft seating device according to claim 9 or 10, characterized in that the absorption element (80a, 80'a; 80b, 80'b) is designed as a deformation element.

12. Aircraft seat device according to claim 7, characterized in that the impact protection module (68a, 70a; 68b, 70b) has a stop element (158a; 158b) connected to an axially adjustable gear element (112a, 114a; 112b, 114b) of the respective adjustment gear (104a, 106a; 104b, 106b), which is provided to limit the seat base body (30a; 30b) to a maximum displacement (X) when adjusted in the down-load case by the impact protection device (66a; 66b).

13. Aircraft seating device according to claim 12, characterized in that the seat base body (30a; 30b) in a down-load case after a maximum displacement (X) directly or indirectly abuts the stop element (158a; 158b).

14. Aircraft seating device according to claim 12, characterized in that the maximum displacement (X) by which the seat base body (30a; 30b) is moved in a down-load case is independent of a set seat height. REC 17898 WO 15. Aircraft seating device according to one of the preceding claims, characterized in that the seat feet (16a, 18a; 16b, 18b) each have at least one vertically extending slot (152a, 154a; 152b, 154b) which is provided for guiding and preventing rotation of a gear element (112a, 114a; 112b, 114b) of the respective adjustment gear (104a, 106a; 104b, 106b).

16. Aircraft seating device according to one of the preceding claims, characterized in that the height adjustment device (100a; 100b) has a drive shaft (124a; 124b) for driving the adjustment gears (104a, 106a; 104b, 106b) which is provided to be set into a rotary motion for adjusting the height adjustment device (100a; 100b).

17. Aircraft seat device according to one of the preceding claims, characterized by a bearing unit (40b) which pivotably connects the seat base (30b) to the seat feet (16b, 18b) in an upper area and with which the seat base (30b) can be pivoted between an upright sitting position and a maximum comfort position.

18. Aircraft seating device according to claim 17, characterized by a locking device (42b) which is provided to lock the seat base (30b) at least in the upright sitting position and in the comfort position, wherein the locking device (42b) has at least one actuator (44b) which is attached below the seat base (32b) of the seat base (30b) and is provided to assist an adjustment of the seat base (30b) in the direction of the comfort position.

19. Aircraft seat (10a; 10b), in particular aircraft pilot seat with an aircraft seating device according to one of the preceding claims.

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