Aircraft seat with double backrests that is provided with a belt with three anchoring points

Abstract

The present invention relates to an aircraft seat (10) comprising: - a seat structure (11), - at least one seat place (19.1-19.3) comprising a cushion and a first backrest (22), - the seat place (19.1-19.3) further comprising a second backrest (23) and a retractor of a belt with three anchoring points comprising a strap (30) inserted inside a strap guide opening made in the upper part of the second backrest (23), - the second backrest (23) being mounted pivotably with respect to the seat structure (11) so as to be able to follow a forward movement of a passenger attached to the aircraft seat (10) in the event of a high deceleration experienced by the aircraft seat (10), while the first backrest (22) remains in a raised position, so that the first backrest (22) can provide a shock-absorbing panel function for a rear passenger.

Description

DESCRIPTION TITLE: DUAL-BACK AIRCRAFT SEAT WITH A THREE-POINT BELT

[0001] The present invention relates to a double-backed aircraft seat equipped with a three-point harness. The invention finds a particularly advantageous, but not exclusive, application in aircraft seats, especially economy class aircraft seats.

[0002] As is well known, an economy class airplane seat consists of at least one seat cushion and at least one backrest defining a seat. On the back of the seat back, the airplane seat may incorporate functional elements, such as a tablet and / or a multimedia system, also known by the acronym "IFE" for "In-Flight Entertainment" in Anglo-Saxon terminology.

[0003] Generally, airplane seats are arranged in rows one behind the other to form an aircraft cabin layout. New regulations require limiting the lumbar traction load in the event of a collision. Such regulations necessitate developing a solution that limits the trajectory and movement of a passenger's upper body in order to minimize the lumbar traction load during a collision.

[0004] For row-to-row seating, the seat in front of a passenger, in particular the backrest of the front seat, has a shock-absorbing panel function to limit the lumbar traction force experienced by the passenger.

[0005] For seats that are not arranged behind another seat, particularly front-row seats, there are no such panels that could limit passenger movement during a sudden aircraft deceleration.

[0006] Because the passenger's upper body is not properly restrained by a simple lap belt, they are subjected to significant lumbar traction loads.

[0007] Several solutions exist to reduce the risk of accidents for front-row seats.

[0008] One solution involves equipping the front-row seats with integrated airbag seatbelts, along with a compressed air reservoir, a trigger unit, and appropriate wiring. However, this initial solution is expensive and significantly increases the seat's weight. Furthermore, in addition to the extra equipment, it requires seat reinforcement. Finally, this solution also creates discomfort for passengers with heavier, less flexible seatbelts.

[0009] A second solution is to use three-point seat belts, namely two anchor points located on the seat structure at the seat level so as to be positioned on either side of a passenger's pelvis and a third anchor point located at the top of a seat back so as to be positioned above a passenger's torso.

[0010] However, a standard seat back is certified to meet the Head Injury Criterion (HIC) in Anglo-Saxon terminology to absorb the impact of a rear passenger's head. Adding a three-point seat belt causes the seat back to deform according to the passenger's angle, thus invalidating its HIC certification.

[0011] The invention aims to effectively remedy this drawback by proposing an aircraft seat comprising: - a headquarters structure, - at least one place with a seat and a first backrest, - said seat further comprises a second backrest associated with said first backrest on the same seat and a retractor for a three-point anchorage belt, said retractor comprising a strap inserted inside a strap guide opening made in the upper part of the second backrest, - said second backrest being mounted pivoting relative to the seat structure so as to be able to follow a forward movement of a passenger attached to said aircraft seat in the event of a strong deceleration suffered by the aircraft seat, while the first backrest remains in a raised position, so that the first backrest can provide a shock-absorbing panel function for a rear passenger.

[0012] The invention thus makes it possible, through the addition of an extra backrest equipped with a three-point seatbelt retractor, to limit the lumbar strain on a front-row passenger without having to modify the backrest of a standard seat, which can retain its function as a shock-absorbing panel for the rear passenger without losing its HIC certification. The standard backrest can also retain its conventional functions, such as a meal tray or a book pocket.

[0013] According to one embodiment of the invention, the winder is mounted on a coupling element intended to be mechanically linked with a reinforcing beam of the seat structure.

[0014] According to one embodiment of the invention, the first backrest and the second backrest are mounted to rotate relative to the seat structure around at least one common pivot axis to allow simultaneous movement of the first and second backrests from an upright position to a backward inclined position and vice versa.

[0015] According to one embodiment of the invention, the second folder comprises at least one connecting piece including: - a pivot pin receiving hole into which the common pivot pin is inserted, mechanically linked to a corresponding stock, and - a circumferential groove along which a stop pin mechanically linked to the stock can slide.

[0016] According to one embodiment of the invention, the circumferential groove comprises: - a first circumferential section extending between a first end of the circumferential groove corresponding to a rear tilt stop and an intermediate hard point, the stop axis being able to slide along said first circumferential section during normal operation of the second backrest moving from the raised position to the rear-tilted position and vice versa, and - a second circumferential section extending between the intermediate hard point and a second end of the circumferential groove forming a forward tilt stop, so that when the second backrest is subjected to strong deceleration, the stop axis can pass the intermediate hard point so as to come to rest against the second end to limit a forward rotational movement of the second backrest around the common pivot axis.

[0017] According to one embodiment of the invention, the intermediate hard point is constituted by a local narrowing of the circumferential groove.

[0018] According to one embodiment of the invention, the first file includes a mechanical fuse capable of breaking when a dynamic force applied to said first file exceeds a threshold force to release a forward rotation of said first file.

[0019] According to one embodiment of the invention, the mechanical fuse comprises a pin inserted inside an opening made in the first file and a corresponding opening made in a connecting rod.

[0020] According to one embodiment of the invention, the connecting rod is connected on one side to the first backrest and on the other side to a cylinder capable of controlling a rotational movement of the first backrest.

[0021] According to one embodiment of the invention, the second file includes a guide bar disposed between the winder and the strap guide opening so as to ensure guidance of the strap between the winder and the strap guide opening.

[0022] According to one embodiment of the invention, the seat includes a movable meal tray between a stored position in which the meal tray is pressed against a rear face of the first backrest and a deployed position in which the meal tray is moved away from the first backrest so as to extend in a substantially horizontal plane.

[0023] The invention also relates to an aircraft cabin comprising at least one aircraft seat as previously defined.

[0024] The present invention will be better understood and other features and advantages will become apparent upon reading the following detailed description, which includes embodiments given by way of illustration with reference to the accompanying figures, presented by way of non-limiting examples, which may serve to complete the understanding of the present invention and the explanation of its implementation and, where appropriate, contribute to its definition, on which:

[0025] [Fig. 1a] [Fig. 1b] Figures 1a and 1b are front and rear perspective views of a double-back airplane seat according to the invention;

[0026] [Fig. 2] Figure 2 is a rear perspective view of a seat in an airplane according to the invention;

[0027] [Fig. 3a] [Fig. 3b] Figures 3a and 3b are front and rear perspective views of an additional backrest for an aircraft seat according to the invention;

[0028] [Fig. 4] Figure 4 is a detailed perspective view of a common pivot joint between the backrests of the same seat and a butt of an aircraft seat according to the invention;

[0029] [Fig. 5] Figure 5 is a detailed perspective view of a mechanical linkage between the additional backrest and a butt of an aircraft seat according to the invention;

[0030] [Fig. 6] Figure 6 is a front view of a connecting piece intended to provide a mechanical link between the additional backrest and a butt of an aircraft seat according to the invention;

[0031] [Fig. 7] Figure 7 is a detailed perspective view illustrating a mechanical fuse of a standard backrest of an aircraft seat according to the invention;

[0032] [Fig. 8a] [Fig. 8b] Figures 8a and 8b are perspective views from different angles illustrating the mechanical link between a jack and a standard backrest of an aircraft seat according to the invention;

[0033] [Fig. 9a] [Fig. 9b] [Fig. 9c] Figures 9a to 9c illustrate the kinematics of the two backrests of a seat according to the invention in the event of strong deceleration suffered by an aircraft cabin.

[0034] It should be noted that, in the figures, the structural and / or functional elements common to the different embodiments have the same reference numerals. Thus, unless otherwise stated, such elements have identical structural, dimensional, and material properties.

[0035] The relative terms of the type "horizontal", "vertical", "front", "rear" are understood by reference to the common meaning that a passenger sitting in an airplane seat according to the invention would give them.

[0036] Figures 1a and 1b show an aircraft seat 10 comprising a seat structure 11. The seat structure 11 has legs 12 with fasteners 13 for attachment to rails in an aircraft cabin (not shown). As can be seen in Figure 2, the seat structure 11 also has L-shaped brackets 15, each having a first portion 15.1 that is generally horizontal and a second portion 15.2 that forms a non-zero angle with the first portion 15.1. Each bracket 15 has an L-shape.

[0037] Each bracket 15 has a front beam opening 16.1 into which a front reinforcing beam 17.1 is inserted, and a rear beam opening 16.2 into which a rear reinforcing beam 17.2 is inserted. The front reinforcing beam 17.1 and the rear reinforcing beam 17.2 are tubular beams, preferably with a round cross-section. Alternatively, the reinforcing beams 17.1 and 17.2 may have a square, rectangular, oval, or any other shape suitable for the application.

[0038] The aircraft seat 10 has at least one seat 19.1-19.3 comprising a seat cushion 21 and a first backrest 22. In this case, as illustrated in Figures 1a and 1b, the seat 10 has three seats 19.1-19.3 intended to accommodate three passengers. Of course, the seat 10 may have more or fewer than three seats. The seat 10 may also have fixed or movable armrests 20, which can be positioned between a lowered and an raised position.

[0039] Each seat 19.1-19.3 also includes a second backrest 23 associated with the same seat cushion 21 as the first backrest 22. When the aircraft seat 10 is not subjected to strong deceleration, the second backrest 23 is pressed against the first backrest 22. In particular, a rear face of the second backrest 23 is pressed against a front face of the first backrest 22. The first backrest 22 has a base 22.1 made of a locally perforated metallic material. The second backrest 23 has a base 23.1 on which the passenger can lean, made of a locally perforated metallic material. Alternatively, the backrest bases 22.1 and 23.1 may be made of a composite material, a plastic material, or any other material suitable for the application.

[0040] Each seat 19.1-19.3 also includes a three-point seat belt 25. The seat belt 25 has two anchor points 26 located on the seat structure 11 on either side of the seat cushion 21 so as to be positioned on either side of a passenger's pelvis. The two anchor points 26 are each located on a corresponding bracket 15 (see Figures 4 and 5).

[0041] As illustrated in Figures 3a and 3b, the belt 25 further comprises a retractor 28, notably located in the lower part of the second backrest 23. A strap 30 from the retractor 28 is inserted into a strap guide opening 31 located in the upper part of the second backrest 23. The strap 30 is equipped with a standard belt fastening device (not shown) intended to cooperate with a belt buckle located in the lower part of the second backrest 23. This creates a third anchor point located in the upper part of the second backrest 23 above the torso of a passenger.

[0042] The strap guide opening 31 is a through opening into which the strap 30 is inserted. The opening 31 is positioned approximately diagonally across the second backrest 23, in which the retractor 28 is located. In this case, two strap guide openings 31 are provided, arranged symmetrically with respect to a vertical plane of symmetry of the second backrest 23. The choice of the strap guide opening 31 is made according to the position of the retractor 23, which is located on one side or the other of the second backrest 23.

[0043] The second file 23 has on the rear face a guide bar 32 arranged between the winder 28 and the strap guide opening 31 so as to ensure guidance of the strap 30 between the winder 28 and the strap guide opening 31 (see figure 3b).

[0044] The reel 28 is mounted on a coupling element 34 intended to be mechanically linked with the rear reinforcement beam 17.2. For this purpose, the coupling element 34 has a through opening 35 into which the rear reinforcement beam 17.2 is inserted.

[0045] The second backrest 23 is pivotally mounted relative to the seat structure 11 so that it can follow the forward movement of a passenger secured to seat 10 by means of the seat belt 25 in the event of a sudden deceleration experienced by seat 10, while the first backrest 22 remains in an upright position, thus acting as a shock-absorbing panel for a rear passenger. The first backrest 22 therefore helps to limit the lumbar strain experienced by the rear passenger.

[0046] More specifically, as illustrated in Figure 4, the first backrest 22 and the second backrest 23 are mounted to rotate relative to the seat structure 11 around at least one common pivot axis 45 to allow simultaneous movement of the first backrest 22 and the second backrest 23 from an upright position known as the TTL position (for Taxi, Take-Off, Landing according to Anglo-Saxon terminology) to a rearward inclined position known as the "reclined position", and vice versa.

[0047] The second backrest 23 includes at least one connecting piece 42 to ensure the mechanical connection between the second backrest 23 and the seat structure 11. In this case, the second backrest 23 includes two connecting pieces 42, each supported by an upright 39 of the second backrest 23.

[0048] As can be seen in particular in Figures 5 and 6, each connecting piece 42 has a pivot shaft receiving hole 44 into which the common pivot shaft 45 is inserted, mechanically linked to a corresponding bracket 15. The hole 44 and the pivot shaft 45 have complementary shapes.

[0049] The connecting piece 42 also has a circumferential groove 48 along which a stop pin 50 can slide, mechanically linked to the butt 15. The circumferential groove 48 has an arc-shaped form.

[0050] As illustrated in Figure 6, the circumferential groove 48 has a first circumferential section 48.1 extending between a first end 55 of the circumferential groove 48 corresponding to a rear tilt stop and an intermediate hard point 56. The stop shaft 50 is able to slide along the first circumferential section 48.1 during normal operation of the second backrest 23 moving from the raised position to the rear tilted position and vice versa.

[0051] The circumferential groove 48 includes a second circumferential section 48.2 extending between the intermediate hard point 56 and a second end of the circumferential groove 48, forming a forward tilt stop. Thus, when the second backrest 23 is subjected to strong deceleration, the stop axis 50 can pass through the intermediate hard point 56 so as to bear against the second end 57, thereby limiting the forward rotational movement of the second backrest 23 around the pivot axis 45. The angular travel between the raised and forward positions of the second backrest 23 after strong deceleration is between 35° and 45° and is preferably around 39°.

[0052] The intermediate hard point 56 is dimensioned so that the threshold force beyond which the stop axis 50 passes the intermediate hard point 56 corresponds to a dynamic force greater than the abusive stress forces ("abuse load" according to Anglo-Saxon terminology) which can for example be applied by a passenger on the seat 10 when he leans on the second backrest 23 to get up.

[0053] The intermediate hard point 56 is preferably formed by a local narrowing of the circumferential groove 48. A wall 59, defined by a recess 58 and projecting inwards towards the circumferential groove 48, forms the local narrowing of the circumferential groove 48. The circumferential groove 48 thus has a width equal to a diameter of the abutment axis 50 along the first circumferential section 48.1 and the second circumferential section 48.2, and a width less than a diameter of the abutment axis 50 at the intermediate hard point 56. Alternatively, the intermediate hard point 56 may be formed by a breakable element disposed inside the circumferential groove 48.

[0054] As shown in Figure 7, the first folder 22 has a mechanical fuse 60 capable of breaking when a dynamic force applied to the first folder 22 exceeds a threshold force to release a forward rotation of the first folder 22.

[0055] The mechanical fuse 60 includes a pin 61 inserted inside an opening made in the first folder 22 and a corresponding opening made in a connecting rod 64. More specifically, the pin 61 is inserted into an opening made in a connecting piece 62 fixed to an upright of the first folder 22. The connecting piece 62 includes an opening for receiving the pivot pin 45 and a groove 63 for receiving one end of the connecting rod 64.

[0056] As illustrated in Figures 8a and 8b, the connecting rod 64 is connected on one side to the first backrest 22 and on the other side to a cylinder 65 capable of controlling a rotational movement of the first backrest 22. The cylinder 65 has a first end fixed to a corresponding hook 15 and a second end fixed to the connecting rod 64 by means of a pivot joint.

[0057] The unlocking of the cylinder 65 is controlled by an actuation button connected to the cylinder 65 via a cable (not shown). The actuation button is, for example, located near or on an armrest 20 of a seat 19.1-19.3.

[0058] When a force exceeding the threshold force is applied to the first backrest 22, this causes shear failure of the pin 61, allowing the first backrest 22 to rotate freely forward. The threshold force of the pin 61 is greater than the excessive load forces that could, for example, be applied by a passenger on the seat 10 when pushing against the first backrest 22 to stand up.

[0059] As shown in Figure 2, the aircraft seat 10 can also include at least one movable meal tray 53, which can be positioned between a stowed position in which the meal tray 53 is pressed against the rear face of the first seat back 22 and an extended position in which the meal tray 53 is pulled away from the first seat back 22 so as to extend in a substantially horizontal plane, allowing the passenger to place objects on it, including a meal tray. For this purpose, the meal tray 53 is connected to the seat structure 11 by means of two connecting arms 54. Each connecting arm 54 has a first end mounted for rotation relative to the meal tray 53 and a second end mounted for rotation relative to the pivot axis 45 (see Figure 7).

[0060] Figures 9a, 9b, 9c illustrate the kinematics of the first backrest 22 and the second backrest 23 of the same place 19.1 -19.3 of the seat 10 according to the invention when the aircraft cabin 67 is subjected to a strong deceleration for example in the event of an accident.

[0061] Aircraft seat 10 is a front-row seat behind which is installed a standard 10' single-back aircraft seat.

[0062] During a first phase illustrated by Figures 9a and 9b, the second seat 23 is moved forward by the front passenger 68, who is secured by the seatbelt 25. The kinetic energy of the passenger and the second seat 23 causes the intermediate detent 56 to pass through the stop pin 50, which then comes to rest against the second end 57 of the connecting element 42. The first seat 22 remains in the raised position.

[0063] During a second phase illustrated in Figures 9b and 9c, the head of the rear passenger 69 comes into contact with the first seat back 22, which acts as a shock-absorbing panel. This causes the mechanical fuse 60 to break and the first seat back 22 to pivot forward, coming to rest against the second seat back 23.

[0064] Of course, the different features, variants and / or embodiments of the present invention can be combined with each other in various ways as long as they are not incompatible or mutually exclusive.

[0065] Furthermore, the invention is not limited to the embodiments described above and provided solely by way of example. It encompasses various modifications, alternative forms, and other variations that a person skilled in the art may envision within the scope of the present invention, and in particular all combinations of the different modes of operation described above, which may be considered separately or in combination.

Claims

DEMANDS 1. Aircraft seat (10) comprising: - a seat structure (11), - at least one place (19.1-19.3) comprising a seat (21) and a first backrest (22), characterized in that said place (19.1-19.3) further comprises a second backrest (23) associated with said first backrest (22) with the same seat (21) and a winder (28) for a belt (25) with three anchor points, said winder (28) comprising a strap (30) inserted inside a strap guide opening (31) made in the upper part of the second backrest (23), - said second backrest (23) being mounted pivotally relative to the seat structure (11) so as to be able to follow a forward movement of a passenger attached to said aircraft seat (10) in the event of a strong deceleration experienced by the aircraft seat (10), while the first backrest (22) remains in a raised position, so that the first backrest (22) can provide a shock-absorbing panel function for a rear passenger, - the first backrest (22) and the second backrest (23) being mounted to rotate relative to the seat structure (11) around at least one common pivot axis (45) to allow simultaneous movement of the first backrest (22) and the second backrest (23) from an upright position to a rearward inclined position and vice versa.

2. Aircraft seat according to claim 1, characterized in that the winder (28) is mounted on a coupling element (34) intended to be mechanically linked with a reinforcing beam (17.1, 17.2) of the seat structure (11).

3. Aircraft seat according to claim 1 or 2, characterized in that the second backrest (23) comprises at least one connecting piece (42) including: - a pivot shaft receiving hole (44) into which the common pivot shaft (45) is inserted, mechanically linked to a corresponding butt (15), and - a circumferential groove (48) along which a stop shaft (50) mechanically linked to the butt (15) can slide.

4. Aircraft seat according to claim 3, characterized in that the circumferential groove (48) comprises: - a first circumferential section (48.1) extending between a first end (55) of the circumferential groove (48) corresponding to a rear tilt stop and an intermediate detent point (56), the stop axis (50) being able to slide along said first circumferential section (48.1) during normal operation of the second backrest (23) moving from the upright position to the rear-tilted position and vice versa, and - a second circumferential section (48.2) extending between the intermediate hard point (56) and a second end of the circumferential groove (48) forming a forward tilt stop, so that when the second backrest (23) is subjected to strong deceleration, the stop axis (48) can pass the intermediate hard point (56) so as to come to rest against the second end (57) to limit a forward rotational displacement of the second backrest (23) around the common pivot axis (45).

5. Aircraft seat according to claim 4, characterized in that the intermediate hard point (56) is constituted by a local narrowing of the circumferential groove (48).

6. Aircraft seat according to any one of claims 1 to 5, characterized in that the first backrest (22) has a mechanical fuse (60) capable of breaking when a dynamic force applied to said first backrest (22) exceeds a threshold force to release a forward rotation of said first backrest (22).

7. Aircraft seat according to any one of claims 1 to 6, characterized in that the second backrest (23) comprises a guide bar (32) disposed between the retractor (28) and the strap guide opening (31) so as to ensure guidance of the strap (30) between the retractor (28) and the strap guide opening (31).

8. Aircraft seat according to any one of claims 1 to 7, characterized in that the seat (19.1-19.3) comprises a meal tray (53) movable between a stored position in which the meal tray (53) is pressed against a rear face of the first backrest (22) and an deployed position in which the meal tray (53) is moved away from the first backrest (22) so as to extend in a substantially horizontal plane.

9. Aircraft cabin comprising at least one aircraft seat (10) as defined according to any one of the preceding claims.

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