Seating System for a Passenger Aircraft, Method and Computer-Implementable Program Product

Abstract

The invention relates to a seating system (10) for a passenger aircraft, comprising at least one aircraft seat (12) having at least one sensor device (24) which is configured to detect a seat load on the aircraft seat (12) by a passenger (22) sitting thereon, an evaluation device (32) which is configured to determine a recommendation for a change in a sitting posture depending on the detected seat load and a display device (36) which is configured to display the recommendation.

Furthermore, the invention relates to a method, a program product and a sleeping system for a passenger aircraft.

Claims

1-20. (canceled)

21. A seating system for a passenger aircraft, comprising: at least one aircraft seat having at least one sensor device which is configured to detect a seat load on the aircraft seat by a passenger sitting thereon; an evaluation device which is configured to determine a recommendation for a change in a sitting posture depending on the detected seat load; and a display device which is configured to display the recommendation, wherein the sensor device is configured to record a temporal history of the detected seat load and the evaluation device is configured to determine a recommendation for a change in the sitting posture depending on the detected history of the seat load.

22. The seating system according to claim 21, wherein the evaluation device is configured to determine a sitting posture depending on the detected seat load.

23. The seating system according to claim 22, wherein the evaluation device is configured to determine the recommendation for the change in the sitting posture depending on the determined sitting posture.

24. The seating system according to claim 22, wherein the at least one display device is configured to graphically display the sitting posture determined by the evaluation device.

25. The seating system according to claim 21, wherein the evaluation device is configured to determine a temporal history of the sitting posture of the passenger depending on the detected temporal history of the detected seat load.

26. The seating system according to claim 25, wherein the evaluation device is configured to determine the recommendation for the change in the sitting posture depending on the detected temporal history of the sitting posture.

27. The seating system according to claim 25, wherein the display device is configured to display the temporal history of the determined sitting posture.

28. The seating system according to claim 21, wherein the recommendation for the change in the sitting posture comprises one or a combination of a change to another sitting posture, a change to a new sitting posture, a change to a predetermined sitting posture ascertained depending on a previous sitting posture of the passenger, leaving the seat, or a sequence of movements.

29. The seating system according to claim 21, wherein the sensor device comprises at least one sensor which is configured as a pressure sensor, which detects a force acting thereon by a change in a capacitance.

30. The seating system according to claim 29, wherein the sensor device is a textile surface sensor.

31. The seating system according to claim 21, wherein the sensor device comprises at least one sensor which is arranged in one or a combination of a back part, a seat part, or an armrest of the seat.

32. The seating system according to claim 21, further comprising a storage device which is configured to store one or a combination of the detected seat load, a determined sitting posture, the temporal history of the detected seat load, or a temporal history of the determined sitting posture.

33. The seating system according to claim 32, wherein the storage device is configured to store one or a combination of the detected seat load, the determined sitting posture, the temporal history of the detected seat load, or the temporal history of the determined sitting posture in a manner assigned to an individual passenger and/or a respective aircraft seat type.

34. The seating system according to claim 32, wherein the evaluation device is configured to determine how good the passenger feels on the aircraft seat depending on one or a combination of the detected seat load, the determined sitting posture, the temporal history of the detected seat load, or the temporal history of the determined sitting posture.

35. The seating system according to claim 34, wherein how good the passenger feels on the aircraft seat is determined depending on one or a combination of how often the passenger moves, how intensely the passenger moves, in which way the passenger moves, how often the passenger sleeps, how long the passenger sleeps, or how often the passenger stands up.

36. A method for operating a seating system for a passenger aircraft, comprising at least the steps of: detecting a seat load of an aircraft seat by a passenger sitting thereon by means of a sensor device; determining a recommendation for a change in a sitting posture of the passenger depending on the detected seat load; and displaying the recommendation on a display device, wherein a sitting posture of the passenger is determined depending on the seat load, a temporal history of the seat load is detected and the recommendation for the change in the sitting posture is determined depending on the determined sitting posture and the history of the seat load.

37. The method of claim 36, wherein the recommendation for the change in the sitting posture comprises one or a combination of a change to another sitting posture, a change to a new sitting posture, a change to a predetermined sitting posture ascertained depending on a previous sitting posture of the passenger, leaving the seat, or a sequence of movements.

38. A seating system for a passenger aircraft, comprising: at least one aircraft seat having at least one sensor device which is configured to detect a seat load on the aircraft seat by a passenger sitting thereon; a storage device which is configured to store the detected seat load, a determined sitting posture, a history of the detected seat load and/or a history of the determined sitting posture; and an evaluation device which is configured to determine how good the passenger feels on the aircraft seat depending on the detected seat load, the determined sitting posture, the history of the detected seat load, and/or the history of the determined sitting posture.

39. The seating system for a passenger aircraft according to claim 38, wherein how good the passenger feels on the aircraft seat is determined depending on one or a combination of how often the passenger moves, how intensely the passenger moves, in which way the passenger moves, how often the passenger sleeps, how long the passenger sleeps, or how often the passenger stands up.

40. The seating system for a passenger aircraft according to claim 38, wherein the storage device is configured to store one or a combination of the detected seat load, the determined sitting posture, the history of the detected seat load, and/or the history of the determined sitting posture in a manner assigned to individual passengers and/or a respective aircraft seat type.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0066] FIG. 1 is a schematic view illustrating a seating system for a passenger aircraft.

[0067] FIG. 2 is a schematic flow diagram illustrating the mode of operation of the seating system according to FIG. 1.

[0068] FIG. 3 is a schematic perspective view depicting an aircraft seat.

[0069] FIG. 4 is a schematic sectional view depicting a cushion of the aircraft seat according to FIG. 3.

DETAILED DESCRIPTION

[0070] FIG. 1 is a schematic view illustrating a seating system 10 for a passenger aircraft, comprising a passenger seat 12. The aircraft seat 12 may also be referred to as seat 12 and comprises a back part 14, which may also be referred to as backrest, a seat part 16 and respective armrests 18. The back part 14 integrally comprises a headrest, which may also be regarded here as part of the backrest. The aircraft seat 12 is detachably attached to a floor of the passenger cabin of the passenger aircraft by means of a frame 20.

[0071] A passenger 22 is seated on the aircraft seat 12 in a specific sitting posture. Presently, for example, the passenger 22 is shown leaning against the backrest with at least the elbow of one of his arms resting on the depicted armrest 18. The head of the passenger 22 is also leaning against the backrest 14. In addition, the passenger 22 sits on the seat part 16, with a seat center of gravity given far back toward the back part 14. However, the passenger 22 could also sit differently on the aircraft seat 12. For example, the passenger 22 could be leaning forward so that his/her back and head are no longer in contact with the back part 14 and a seat center of gravity is shifted on the seat part 16 near an end away from the back part 14.

[0072] The seating system 10 comprises a sensor device 24, which is configured to detect a seat load of the aircraft seat 12 by the passenger 22 sitting thereon. The respective seat load results from a respective sitting posture and corresponds, for example, to a pressure load of a back surface of the back part 14, a seat surface of the seat part 16 and a support surface of respective armrests 18, resolved according to areas. Thus, in the present case, it can be detected, for example, by means of the sensor device 24 where the seat center of gravity is on the seat part 16 and which force acts on the seat part 16. The same can be detected for the back part 14 and respective armrests 18

[0073] For the purpose of this detection, the sensor device 26 comprises, for example, a plurality of sensors 26 spaced apart from each other. The sensors 26 may be configured, for example, as surface textile sensors, which can detect the force acting thereon by a change in capacitance or resistance. Such textile sensors may be configured also themselves to detect a force distribution acting thereon in order to be able to determine the seat load particularly accurately. Optionally, one sensor 26 may then be provided per seat part 16, back part 14 and armrest 18, for example, and extend over essentially the entire seat surface, back surface and support surface. In this way, the seat load can be detected with particularly high resolution and accuracy. By providing—as shown herein—a plurality of spaced-apart sensors 26 per seat surface, back surface and support surface, the sensor device 24 can be particularly light. Respective values or loads between the sensors 26 may, for example, be averaged.

[0074] For example, the sensors 26 may be powered by an energy storage, such as a battery, which is arranged in or on the aircraft seat 12. Alternatively or additionally, the respective sensors 26 may also be connected to an on-board power supply, for example a power supply of parts of an infotainment system of the passenger aircraft, and supplied with power therefrom. Alternatively, respective sensors 26 may be used that do not require power to generate a sensor signal. For example, piezoelectric sensors may be used, which can generate an electrical voltage without a power source when subjected to pressure. Such a sensor device 24 may be particularly low maintenance.

[0075] The sensors 26 are connected by respective lines to a central transmitting device 28, which comprises, for example, a transmitter 30 that is configured to send sensor signals using the Bluetooth low-energy standard. The transmitting device 28 can convert respective analog sensor signals into digital signals by means of an integrated A/D converter.

[0076] By means of the transmitting device 28, respective sensor signals and thus the detected seat load can be transmitted to an evaluation device 32, which in the present case is configured as a smartphone 34 of the passenger 22. The smartphone 34 also comprises a display device 36 in the form of a screen, a receiver 38 for receiving the sensor signals transmitted by the transmitting device 28, and a mass storage not shown.

[0077] The smartphone 34 or the evaluation device 32 is configured to determine a recommendation for a change in the sitting posture of the passenger 22 depending on the detected seat load. For this purpose, the smartphone 34 can execute, for example, a program, which may also be referred to as app, by means of which the sensor signals are evaluated with a tabular comparison in order to determine whether a change in the sitting posture is advantageous for the passenger 22 in terms of comfort or health effects. It may also be determined to which sitting posture the passenger 22 should advantageously change.

[0078] The recommendation thus determined may be displayed on the display device 36 by means of the smartphone 34, for example in the form of a pictogram or animation. Thus, the passenger 22 can be guided as to how, when and which sitting postures he/she should adopt during a flight in order to increase the seating comfort and minimize a health burden caused by long periods of sitting. In this way, the passenger 22 can also be helped to improve his/her sitting behavior.

[0079] By means of the detected seat load, the evaluation device 32 can also determine a current sitting posture and display it to the passenger 22 on the display device 36. This can facilitate the understanding of the sitting behavior and, if necessary, better clarify to the passenger 22 how his/her sitting behavior should be during flight.

[0080] The seating system 10 can also detect a temporal history of the seat load and/or sitting posture and store it, for example, in the mass memory of the smartphone 34. Thus, temporal factors, such as, for example, the period of time the passenger 22 remains in a sitting posture, can also be taken into account when determining the recommendation. By the storing operation, respective detected data can also be used for later, more comprehensive analyses and/or analyses accumulated for a plurality of passengers.

[0081] The aircraft seat 12 may also comprise a mechanism for adjusting individual parts. For example, the back part 14 may be held to the frame 20 by means of a joint 40 in order that an inclination of the backrest can be adjusted. Likewise, respective armrests 18 may be held to the back part 14 by means of a further joint 42 in each case. Respective wires for transmitting respective sensor data of the sensors 26 may be guided through these joints 40, 42, as shown for example at joint 42.

[0082] The sensor device 24 may be configured to detect the position of respective movable or adjustable parts of the aircraft seat 12. For example, the sensor device 24 may comprise a position sensor by means of which the positions of the respective joints 40, 42 are detected. The detected position of respective movable or adjustable parts of the aircraft seat 12 may also be taken into account by the evaluation device 32 when detecting the seat load and/or determining the current sitting posture. Thus, the accuracy can be improved in this regard. Moreover, the recommendation for a change in the sitting posture may also be determined by the evaluation device 32 depending on the detected position of respective movable or adjustable parts of the aircraft seat 12. The recommendation may then also comprise a recommendation for adjusting respective movable or adjustable parts of the aircraft seat 12 or, for example, only recommend adopting such sitting postures that do not require an adjustment of these parts.

[0083] The smartphone 34 may optionally also be configured to send respective detected data and/or recommendations to a central server for storing them there as well. This stored information is then available to the airline for further use and/or can be viewed centrally, for example by respective flight attendants in a cabin control system. In this way, a seat occupancy can also be detected. Furthermore, the seating system 10 may also comprise a plurality of aircraft seats 12 with respective assigned sensor devices 24, wherein respective data and/or respective recommendations of an individual passenger may be made available only to that passenger on his/her smartphone.

[0084] FIG. 2 illustrates in a schematic flow diagram 50 the mode of operation of the seating system 10 according to FIG. 1. Block 52 illustrates the transmission of detected sensor data—i.e., signals which allow conclusions to be drawn about the seat load or detect the seat load—as electrical signals from the sensors to the A/D converter of the data transmission module or the transmitting device 28. In block 54 the conversion of these analog electrical signals into digital signals is illustrated and in block 56 their transmission to the evaluation device 32 is illustrated, wherein the transmission is preferably wireless. The evaluation of the transmitted data is illustrated in block 58, wherein in this step a recommendation for a change in the sitting posture of the passenger 22 is determined by means of the evaluation device 32 on the basis of the detected seat load and optionally additionally its temporal history, which is also referred to as seat history. This recommendation may also comprise a type of prognosis, for example that, after further remaining in a current sitting posture for a predetermined period of time, the passenger 22 is recommended to change to another, in particular predetermined, position.

[0085] Block 60 then illustrates that the recommendation is output to the passenger 22, for example in the form of an animation on the screen of his/her smartphone 34. Block 62 illustrates that respective output recommendations and/or detected seat loads and/or sitting postures, in particular their temporal history, are stored, for example on a central server and/or on the smartphone 34 of the respective passenger.

[0086] FIG. 3 is a schematic perspective view depicting two of the aircraft seats 12, one of which is schematically shown in FIG. 1, as a row of seats. It is readily apparent here that the back part 14 comprises a back cushion 70 and the seat part 16 comprises a seat cushion 72. In the case of the aircraft seat 12 shown on the left in FIG. 3, the seat cushion 72 is detached from the frame 20. Likewise, the back cushion 70 may also be detachably connected to a further part of the frame 20.

[0087] The seat cushion normally rests on a seat area 74 of the frame 20, which can be seen in the aircraft seat 12 shown on the left. For example, respective sensors 26 may be arranged between the seat cushion 72 and the seat area 74 of the frame 20. For example, however, the seat area 74 may also be configured as a seat trampoline, which preferably can also provide a certain degree of damping by means of elasticity at least in certain areas. In the area of a seat trampoline, the frame 20 therefore may also comprise a textile surface instead of a plastic or aluminum plate. This entails that a corresponding seat can be particularly light and space-saving. Advantageously, for the purpose of further weight saving, the textile area of the seat trampoline may be formed by a textile sensor so that the aircraft seat 12 of the seating system 10 is hardly or only slightly heavier than conventional seats.

[0088] Due to the detachable attachment of respective cushions of the aircraft seat 12, respective sensors 26 and thus the seating system 10 can be easily retrofitted in the case of existing interior equipment and in particular seat equipment of the passenger aircraft. Maintenance is thus also simplified.

[0089] FIG. 4 is a schematic sectional view illustrating an exemplary layered structure of the seat cushion 72 of the aircraft seat 12. The seat cushion 72 comprises a cover layer 80 and a plurality of foam layers 82 as a core. The foam layers 82 mainly provide the seat damping, while the cover layer 80 encapsulates the core and protects it from environmental influences. Respective sensors 26 and also their connecting wires to the transmitting device 28 may be arranged in a recess in the core and/or also between the respective layers of the core of the seat cushion 72. Simple retrofitting and/or modification of existing seat cushion designs is thus easily possible. Alternatively, a surface sensor may also be provided as a respective additional layer between the foam layers 82 and/or the cover layer 80. Alternatively, the cover layer 80 itself may also be completely or partially formed by a sensor 26. A textile sensor is particularly suitable for this purpose. In this case, the seat load can be detected particularly precisely, since respective cushioning layers cannot dampen a pressure load, distribute it extensively and/or otherwise falsify it.

[0090] Aircraft seats 12 are among the most important comfort-relevant elements of any passenger aircraft since they are in direct contact with the passenger 22, and the passenger 22 spends most of his/her time during the air travel on the seat. Meanwhile, due to the modern long-haul aircraft, non-stop air travel of up to 18 hours can be conducted, in the case of which the passenger 22 for the most part is in the sitting position.

[0091] The seating system 10 enables the passenger 22 to receive feedback on his/her sitting behavior, in particular whether the sitting behavior is poor and/or unhealthy. The passenger 22 can be encouraged to sit more healthily, wherein the passenger 22 no longer has to laboriously control his/hers sitting posture himself/herself.

[0092] Due to the constant cost pressure, airlines are striving to reduce fuel consumption constantly, wherein weight savings in aircraft is a decisive criterion for reducing fuel costs. In this context, a great deal has also been saved in recent years on seats and seat foams, both in terms of weight and material. This resulted in that today's aircraft seats comprise a very thin layer of seat foam so that the spine and muscles of the passenger 22 are subjected to greater stress. An intelligent, self-monitoring sitting-posture control system, such as that realized by the seating system 10, is capable of relieving stress on the passenger's spine and muscles, inducing a more intense sense of well-being for the passenger 22 and bringing about a lasting better impression of the airline. As the case may be, even further material and weight savings are possible by means of an adapted sitting behavior. Therefore, respective recommendations of the seating system 10 may be adapted to the specific configuration of the aircraft seat 12, which, as the case may be, is more comfortable in certain sitting postures and/or wears more slowly than in other sitting postures. The therefore advantageous sitting postures may be preferably or exclusively recommended.

[0093] A lasting loyalty of the passenger 22 to the airline may be achieved in that also in the airline app the passenger 22 is shown his/her entire sitting behavior during his/her last flights, provided with tips and suggestions on how to strengthen his/her back muscles and informed about any improvements or deteriorations in his/her sitting posture in the course of the time. This can also be easily realized with the seating system 10, since the evaluation of the sitting behavior can already be carried out by means of the smartphone 34 of the passenger 22.

[0094] Furthermore, the seating system 10 may be used to control the seat occupancy. In turbulent flight phases, for example during turbulence, take-off and/or landing, respective flight attendants can remotely detect, for example via a special app and/or cabin control system, if a seat is abandoned despite instructions. In particular, when the seating system 10 is combined with the so-called “smart belt” of the company Aircraft Cabin Modification GmbH, reliable monitoring and tracking of the seat belt situation of a passenger 22 during the entire flight is possible. To this end, respective data on when an aircraft seat 12 was occupied can be compared with respective data on when a seat belt was fastened.

[0095] The seating system 10 may be modularly installed and/or retrofitted for respective aircraft seats of a passenger aircraft. The seating system 10 may provide a seat information system that detects an overview of the sitting posture of respective passengers, is capable of displaying it graphically and/or displaying the seat occupancy to respective flight attendants. The seating system 10 is therefore advantageous for health and safety reasons. It can reduce the health burden imposed by long-distance flights and reduce the workload for flight attendants as well as increase the safety on board.

[0096] To this end, an unambiguous signal, for example in the form of the electrical resistance of respective sensors 26, may be generated at the seating system 10, said unambiguous signal allowing conclusions to be drawn about the force transmission between the passenger 22 and respective surfaces of the aircraft seat 12, in particular its seat foam. The seating system 10 can deduce therefrom whether the air passenger has adopted a correct and/or healthy sitting posture. For this purpose, one or more sensors 26 may be provided that function, for example, mechanically or as an inductive proximity switch and are integrated in the seat foam. By means of measuring, e.g., the electrical resistance in the sensor 26, it can then be detected, for example, at which point of the aircraft seat 12 the passenger 22 currently has his/her center of gravity. For example, the resistance is low at a non-loaded area of the seat foam, whereas it is high at a loaded area. The seating system 10 and in particular individual components may be coupled to an in-flight entertainment system, in particular a seat-integrated in-flight entertainment system, which may also be referred to as infotainment system, for example for the purpose of data transmission and/or power supply. Parts of the in-flight entertainment system may also constitute parts of the seating system 10. For example, respective screens may function as display devices 32. Alternatively or additionally, the seating system 10 and in particular individual components may also be provided with an autonomous power supply, for example in the form of a button cell.

[0097] Alternatively or additionally, the seating system 10 and/or the evaluation device 32 may also be configured to ascertain how good the passenger 22 feels on the aircraft seat 12 depending on the detected seat load, the determined sitting posture, the history of the detected seat load, and/or the history of the determined sitting posture. These data may be used to further enhance the travel comfort. The data can be stored in a manner individually assigned to the passenger 22 and/or the aircraft seat 12. Improvements to the sense of well-being of the passenger 22 can thus be selectively initiated, and respective seats can be optimized and/or further developed or replaced with more comfortable seats. The sense of well-being of the passenger 22 on the aircraft seat 12 can be determined, for example, depending on how often the passenger 22 moves, how intensely the passenger 22 moves, in which way the passenger 22 moves, how often and/or how long the passenger 22 sleeps and/or how often the passenger 22 stands up. These data can also be stored for analysis.

LIST OF REFERENCE SIGNS

[0098] 10 Seating system [0099] 12 Aircraft seat [0100] 14 Back part [0101] 16 Seat part [0102] 18 Armrest [0103] 20 Frame [0104] 22 Passenger [0105] 24 Sensor device [0106] 26 Sensor [0107] 28 Transmitter device [0108] 30 Transmitter [0109] 32 Evaluation device [0110] 34 Smartphone r [0111] 36 Display device [0112] 38 Receiver [0113] 40 Joint [0114] 42 Joint [0115] 50 Flow diagram [0116] 52 Block [0117] 54 Block [0118] 56 Block [0119] 58 Block [0120] 60 Block [0121] 62 Block [0122] 70 Back cushion [0123] 72 Seat cushion [0124] 74 Seating area [0125] 80 Cover layer [0126] 82 Foam layers