Seat unit for an aircraft passenger having a docking position

Abstract

A seat unit for a passenger of an aircraft, including a seat and a shell, the seat including a sitting portion and a backrest movable on a base, respectively actuated by a motor-driven mechanism, the unit including a means for detecting the presence of the passenger on the seat, the seat being configured to adopt a takeoff/taxiing/landing position when a presence of the passenger is detected, in which the sitting portion is away from the shell and in which the backrest is reclined in the direction of the shell, and a docking position when a presence of the passenger is not detected, in which the sitting portion is close to the shell, and in which the backrest is substantially parallel to the shell, so as to widen the egress between two seat units.

Claims

1. A seat unit for a passenger of an aircraft such as an airliner, comprising a seat with an adjustable position and a shell intended to isolate said seat from a similar neighboring seat unit, said seat including a sitting portion and a backrest movable on a base, said sitting portion and said backrest being respectively actuated by a motor-driven mechanism, characterized in that said unit comprises a means for detecting a presence of said passenger on the seat, said seat being configured to: adopt a so-called takeoff/taxiing/landing position when a presence of the passenger is detected by said detection means, in which said sitting portion is away from said shell and in which said backrest is reclined in the direction of said shell, and adopt a so-called docking position when no presence of the passenger is detected by said detection means, in which said sitting portion is brought close to said shell, and in which said backrest is substantially parallel to said shell, so as to widen a passage formed between said seat and the shell of a similar seat unit arranged at the front of said seat, or a wall of the aircraft, when said unit is installed in an aircraft cabin.

2. The seat unit according to claim 1, wherein said backrest comprises an upper portion and a movable lower portion configured to be inclined in the direction of said upper portion in said docking position, so as to form an area for lumbar support of a passenger in said docking position.

3. The seat unit according to claim 2, wherein said lower portion is able to be inclined via a roller pivotably fastened to said sitting portion, and a cam secured to said lower portion of the backrest, said cam having a profile such that said lower portion pivots in the direction of the upper portion of the backrest when the sitting portion is moved towards said seat unit shell.

4. The seat unit according to claim 2, wherein said lower portion is secured to said upper portion via a hinge.

5. The seat unit according to claim 1, wherein said detection means is a pressure sensor.

6. The seat unit according to claim 1, wherein the motor-driven mechanism of said sitting portion is configured to move said sitting portion in translation relative to said base, and wherein the motor-driven mechanism of said backrest is configured to move said backrest in rotation relative to said sitting portion.

7. The seat unit according to claim 6, wherein, between said takeoff/taxiing/landing position and docking position, the amplitude of translation of said sitting portion relative to said base is comprised between 60 and 160 mm, preferably 110 mm, and the amplitude of rotation of said backrest relative to said sitting portion is comprised between 8 and 16 degrees, preferably 12 degrees.

8. The seat unit according to claim 1, the seat including a base and said base further comprising an armrest retractable in the direction of said shell, so as to clear said passage-formed between said seat and the shell of a similar seat unit in said docking position.

9. The seat unit according to claim 8, wherein said armrest is actuated by a motor-driven mechanism.

10. A seat arrangement for an aircraft cabin, including at least two seat units according to claim 1, arranged in front of one another in an alignment direction.

11. The seat arrangement according to claim 10, wherein the seat units are oriented in the alignment direction, corresponding to the direction of a longitudinal axis of the aircraft when the set is installed in said aircraft cabin.

12. The seat arrangement according to claim 10, wherein the seat units are oriented obliquely with respect to the alignment direction, corresponding to the direction of a longitudinal axis of the aircraft when the set is installed in said aircraft cabin.

13. An airliner-type aircraft, comprising a cabin including at least one seat arrangement according to claim 10.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Other advantages, aims and particular features of the present disclosure will appear from the following non-limiting description of at least one particular aspect of the devices and methods that are objects of the present disclosure, with reference to the appended drawings, wherein:

[0047] FIG. 1 shows a partial schematic view of an aircraft cabin in top view,

[0048] FIG. 2 shows a schematic detail view of an aircraft cabin in top view,

[0049] FIG. 3 shows two seat units in top view respectively in a docking position and a TTL position,

[0050] FIG. 4 shows two seat units in side view respectively in a docking position and a TTL position,

[0051] FIG. 5 shows a detailed schematic view of the motor-driven mechanism of the backrest, and of the lumbar support mechanism.

[0052] FIG. 6 shows a detailed schematic view of the lumbar support mechanism.

DETAILED DESCRIPTION

[0053] This description is given on a non-limitative basis, each feature of an aspect could advantageously be combined with any other feature of any other aspect.

[0054] It should be noted, as of now, that the figures are not plotted to scale.

[0055] FIG. 1 partially shows a cabin 11 of an aircraft 10 of the a single-aisle-line aircraft type, in top view. FIG. 2 shows a detail view of such a cabin.

[0056] Several seat units 100 according to the disclosure are installed on either side of the aisle 12 of the cabin 11. In this case, the aisle is central and follows the longitudinal axis of the aircraft 10. The seat units 100 are aligned behind one another according to an alignment direction (denoted S in FIG. 1) corresponding to the direction of the longitudinal axis, i.e. the alignment direction is parallel to the latter. Moreover, the seat units are oriented obliquely with respect to the alignment direction, in this case towards the outside of the cabin. Such a chevron-like arrangement of the cabin 11 allows tacking advantage of the width of the cabin in particular when the seat units 100 are convertible into beds as is the case of the present aspect. Nonetheless, any other orientation, such as an orientation in the alignment direction, may be considered.

[0057] As shown in FIG. 3, a seat unit 100 comprises a seat 110 including in particular a base 120 on which a sitting portion 130 and a backrest 140 are movably arranged. More specifically, the sitting portion 130 is slidably arranged on the base 120, and the backrest 140 is pivotably arranged on the sitting portion 130.

[0058] Advantageously, the seat unit 100 comprises a shell 150 intended to isolate the seat 110 from a similar neighboring seat unit, in particular located behind the seat 110. The shell 150 may also make up a larger environment by substantially surrounding a rear face of the seat, and extending laterally to the seat to form a semi-closed space dedicated to the passenger of the seat 110. It should be understood that it is the shell 150 of a neighboring seat arranged in front of the seat 110 which isolates the passenger from this neighboring seat. FIG. 2 illustrates such a situation. In the case where the seat 110 is the first one of a row, it may face a wall of the aircraft 10, which then closes the semi-closed space dedicated to the passenger.

[0059] The base 120 is fastened to the floor of the cabin. In general, the bases 120 of the different seat units 100 are spaced apart by a fixed predetermined distance.

[0060] The seats 110 are in an adjustable position, the sitting portions 130 and the backrests 140 of the seats being movable relative to the base 120.

[0061] A seat 110 can take on a plurality of predetermined positions, such as in particular a bed position or a relaxation position.

[0062] During takeoff, taxiing or takeoff phases, a passenger cannot be in a bed position or a relaxation position, in particular because of safety regulations in force in the field of air transport.

[0063] During these phases, the seat unit 100 is configured so that the seat 110 adopts a so-called takeoff/taxiing/landing position, abbreviated TTL. In such a position, the sitting portion 130 is away from the shell 150 and the backrest 140 is reclined in the direction of the shell 150, as shown for the seat 110A in FIGS. 3 and 4.

[0064] It is specified that in this position, the spacing separating the sitting portion 130 from the shell 150 is not necessarily a maximum spacing, and should be understood with regards to the docking position described hereinafter. Similarly, the fact that the backrest 140 is reclined in the direction of the shell 150 means that, from the sitting portion 130, the backrest 140 is progressively brought closer to the shell 150 as one approaches the free end of the backrest 140. Nonetheless, the reclination position is not necessarily a maximum reclination.

[0065] In such a so-called TTL position, the width of the passage 160 between the sitting portion 130 and the rear face of the shell 150 of a previous similar seat, or of a wall of the aircraft, is a reduced width H.sub.TTL. In general, the width H.sub.TTL is in the range of 6.5 inches, i.e. 152.4 mm, which does not represent enough width for the comfortable passage of a passenger.

[0066] Thus, it is provided for the seat unit 100 to be configured so that the seat 110 could also adopt a so-called docking position, abbreviated as ACC. In such a position, the sitting portion 130 is brought close to the shell 150, and the backrest 140 is substantially parallel to the shell 150, as shown for the seat 110B in FIGS. 3 and 4. By substantially parallel, it should be understood the tolerance of a parallelism defect of more or less 5 degrees between the backrest 140 and the shell 150.

[0067] In this position, the closer position of the sitting portion 130 is in general a proximal position of the shell 150, i.e. it is the closest position to the shell 150 that could be reached. In general, the position of the backrest 140 is the position the most reclined as possible. In other words, it is a position in which the backrest 140 is pivoted in the direction of the sitting portion 130 relative to the latter, in comparison with the TTL position.

[0068] If the shape of the shell 150 facing the backrest 140 is not substantially planar, or a longitudinal section of the shell 150 is not substantially rectilinear as shown in FIG. 3, then the docking position corresponds to a position in which in particular the backrest 140 is brought as close as possible to the shell 150 by moving the sitting portion 130 backward and straightening the backrest 140, yet without being strictly parallel to the latter.

[0069] In the docking position, the width of the passage 160 between the sitting portion 130 and the rear face of the shell 150 of a previous similar seat, or of a wall of the aircraft, is an increased width H.sub.ACC. In general, the width H.sub.ACC is in the range of 9 inches, i.e. about 228.6 mm, which represents a width of the passage 160, or egress, wide enough for a passenger to be able to comfortably get out and in his/her seat 110.

[0070] In order for the transition from one position to another to take place without effort from the passenger, a means 170 for detecting a presence of the passenger on the seat 110 is provided.

[0071] In particular, the detection means 170 may be a pressure sensor integrated into the sitting portion 130. It may also consist of a presence sensor such as an infrared sensor, arranged on the seat 110 or at the periphery of the latter.

[0072] The detection means 170 is connected to a control unit of the seat unit 100 which, according to the data transmitted by the detection means 170, controls the position of the seat 110.

[0073] When the detection means 170 detects a presence of the passenger on the seat 110, the control unit transmits the instruction to the seat 110 to adopt the TTL position.

[0074] The detection of a presence of a passenger, in the case of a pressure sensor for example, may correspond to exceeding a predetermined pressure threshold, substantially lower than the pressure exerted by a child or an adult of average weight, by the control unit. In this manner, it could be avoided that the seat 110 changes position when an object with a low weight, such as a bag, is set on the sitting portion 130.

[0075] The TTL position is a position taken by default, when the passenger sits on the seat 110. Nonetheless, it is not excluded that the passenger could select another position of the seat after sitting, if this is allowed by the control unit, the latter could be configured to block the selection of other positions, in particular during the takeoff or landing phases. To this end, the seat unit 100 may be provided with a human-machine interface such as a control panel. It may also be provided to perform such an adjustment via a multimedia interface arranged in front of the seat 110, on the shell 150 of the previous seat.

[0076] When the detection means 170 detects no presence of the passenger on the seat 110, the control unit transmits the instruction to the seat 110 to adopt the docking position.

[0077] In other words, when the passenger is not seated on the seat 110, the latter is always in the docking position, so as to clear access thereto.

[0078] Thus, it should be understood that the seat unit 100 is configured so as to offer a comfortable position for the passenger when he/she is detected on the seat 110, and to offer a facilitated access to the seat 110 when the passenger is not detected on the seat 110.

[0079] In order for the adoption of either one of the TTL or docking positions to be fully automated, each of the sitting portion 130 and the backrest 140 is actuated by a motor-driven mechanism.

[0080] The motor-driven mechanism of each of the sitting portion 130 and of the backrest 140 are respectively driven by an electric actuator. The electric actuators are connected to said control unit, which controls them according to the data received by the detection means 170, or the human-machine interface where appropriate.

[0081] In particular, as shown in FIG. 3, the mechanism actuating the sitting portion 130 comprises a notched bar and a pinion actuated by an electric motor. The sitting portion 130 is arranged on a rail of the base 120, enabling it to move in translation relative to the latter.

[0082] In turn, the backrest 140 is rotatable relative to the sitting portion 130. In particular, as shown in FIG. 5 (in which the seat is in the TTL position), the backrest 140 is supported by a pair of flanges 143 provided with circle arc shaped notched bars 144. Said notched bars 144 run on pinions 145 pivotably fastened on the sitting portion 130. The pinions 145 are actuated by one or more electric motor(s).

[0083] Thus, it should be understood that the movement of the backrest 140 relative to the base 120 is a combination of a translation 130 (of the sitting portion relative to the base) with a rotation (of the backrest relative to the sitting portion).

[0084] Preferably, the aforementioned mechanisms are sized so that the amplitude of translation of the sitting portion 130 relative to the base 120 is comprised between 500 and 580 mm, preferably 540 mm, and the amplitude of rotation of the backrest 140 relative to the sitting portion 130 is comprised between 92 and 102, preferably 97 degrees. These amplitudes enable switching from the docking position into a bed position (in which the backrest and the sitting portion are located substantially in the same plane), which are extreme positions.

[0085] Between the docking and TTL positions, the amplitude of translation of the sitting portion 130 relative to the base 120 is preferably 110 mm, and the amplitude of rotation of the backrest 140 relative to the sitting portion 130 is preferably 12 degrees.

[0086] Moreover, in order to improve the comfort of the passenger in the docking position (although it is occupied only for a few seconds), a lumbar support area may be provided.

[0087] To this end, the backrest 140 comprises an upper portion 141 and a movable lower portion 142.

[0088] In particular, the upper portion 141 is connected to said flanges 143 supporting the backrest 140, and the portion 142 is connected to the upper portion 141 by a hinge. For example, such a hinge may be formed by the external covering of the backrest 140, which is continuous over the two portions.

[0089] The lower portion 142 is configured to be inclined in the direction of the upper portion 141, when the seat 110 is in the docking position.

[0090] More specifically, in such a situation, the face of the backrest 140 oriented towards the passenger has a fold or break, as shown on the seat 110B of FIG. 3, as well as in FIG. 6 (in which the seat is in the docking position). Preferably, the angle formed between the portions 141 and 142 is an obtuse angle of about 10 to 20 degrees, preferably 13 to 17 degrees, and even more preferably 15 degrees in the docking position.

[0091] Preferably, in the TTL position, the portions 141 and 142 are aligned substantially in the same plane, with no visible break or fold.

[0092] Thus, to relieve the passenger, an area for lumbar support of the passenger is formed in said docking position, which is relatively uncomfortable by the way. Nonetheless, this area disappears when the seat 110 is in the TTL position, which is much more comfortable.

[0093] In order for the lumbar support to be progressive between the docking and TTL positions, and synchronized with the movements of the sitting portion 130, a particular mechanism is advantageously provided.

[0094] A roller 146 pivotably fastened on the sitting portion 130 is provided in contact with a cam 147 secured to the lower portion 142 of the backrest 140. The cam 147 may be in the form of a plate having a contour forming a cam profile which is adapted for the lower portion 142 pivots in the direction of the upper portion 141 of the backrest when the sitting portion 130 is moved in the direction of the shell 150. In particular, to achieve this, the cam profile may be selected so as to form a circle arc with a variable diameter, as shown in FIG. 6.

[0095] It should also be understood that, in this manner, no additional actuator is necessary to tilt the lower portion 142.

[0096] Moreover, one or more armrest(s) 180 are generally provided in modern seat units 100. In order for the presence of such an armrest 180 not to be troublesome in the passage or egress 160, it is provided that it is retractable in the direction of the shell 150.

[0097] In general, the armrest 180 is fixed with respect to the base 120, and comprises a fixed base body and a retractable portion 181. The retractable portion 181 is slidably arranged on the base body. The movement of the retractable portion 181 may be manual, and may comprise, for example, a notching with a plurality of predetermined positions, or be actuated by a motor-driven mechanism.

[0098] In the latter case, the motor-driven mechanism is advantageously synchronized with the motor-driven mechanisms of the sitting portion 130 and of the backrest 140, so as to automatically clear the passage 160 when the seat 100 is in the docking position.