EP3194267A1

EP3194267A1 - Aircraft seat device having an air bag element

Info

Publication number: EP3194267A1
Application number: EP15759764.2A
Authority: EP
Inventors: Florian Strobl; Simon Weisenberger; Mohammed Daher; Jürgen Kammerer
Original assignee: Recaro Aircraft Seating GmbH and Co KG
Current assignee: Recaro Aircraft Seating GmbH and Co KG
Priority date: 2014-09-15
Filing date: 2015-09-03
Publication date: 2017-07-26
Also published as: DE102014113277A1; US20170240285A1; WO2016041783A1; US10239620B2

Abstract

The invention relates to an aircraft seat device having at least one aircraft seat (10a, 10c) and at least one console (14a; 14b; 14c), which, if viewed in a direction of flight (12), is arranged in front of the aircraft seat (10a, 10c), and having at least one airbag element (16a; 16b; 16c), which is designed to protect the passenger (50a, 50c) sitting in the aircraft seat (10a, 10c) from colliding with the console (14a, 14c) in the event of a crash. According to the invention, in a fully inflated state, the at least one airbag element (16a; 16b; 16c) has a thickness (20a; 20b) in at least one head impact area (18a; 18b; 18c), which thickness (20a; 20b) is smaller than a thickness (22a; 22b) in an at least one shoulder impact area (24a, 60a; 24b, 60b; 60c).

Description

PLANE SEATING DEVICE WITH AN AIRBAG ELEMENT

State of the art

The invention relates to an aircraft seat device according to the preamble of

Patent claim 1.

It is already an aircraft seat device with at least one aircraft seat and with at least one console, which, viewed in the direction of flight, is arranged in front of the aircraft seat, and with at least one airbag element which is provided, in the event of a crash, a passenger seated in the aircraft seat before an impact to protect the console has been proposed.

The object of the invention is, in particular, to provide a generic device with improved safety features for a passenger. The object is achieved by the features of

Patent claim 1 solved, while advantageous embodiments and modifications of the invention can be taken from the dependent claims.

Advantages of the invention

The invention is based on an aircraft seat device with at least one

Aircraft seat, and with at least one console, which, viewed in the direction of flight, is arranged in front of the aircraft seat, and with at least one airbag element, which is intended to protect a seated in the aircraft seat passenger in the event of a crash before impact on the console.

It is proposed that the at least one airbag element in a fully deployed state, at least in a head impact area, have a thickness which is smaller than a thickness in at least one shoulder impact area. An "aircraft seat" is to be understood in particular as a seat which is intended to be fitted in a seat

Aircraft cabin of an aircraft to be raised on a cabin floor, and on which a passenger can sit during a flight. In this case, the aircraft seat a seat bottom and a seat back coupled to the backrest, wherein the backrest is preferably pivotally connected to the seat bottom, whereby the aircraft seat is preferably movable into different functional positions. In this context, a "direction of flight" is to be understood in particular as meaning a main extension direction of the aircraft, the direction of flight being from a stern of the aircraft

Aircraft extends to a bow of the aircraft and preferably extends coaxially to a central axis of the aircraft. A "console" is to be understood here as meaning, in particular, a region of the aircraft seat device in which attachment elements and operating elements for a passenger are arranged in the aircraft seat device, in particular a screen, a table device or a storage device be understood, which is formed by at least one air cushion and intended to be in one

Crash case to be filled with a gas so as to provide in a fully triggered state at least one impact area for at least a body part of a passenger on which the passenger can hit and by escape of the gas from the air cushion, for example by valves, holes or through the material the airbag element itself is braked. It is conceivable that the airbag element is formed only by a top plate and a bottom plate, which are sewn together on the sides in each case. In principle, it is also conceivable that the airbag element additionally comprises sheath elements, which are sewn to the sides respectively with the top plate and the bottom plate, whereby the top plate and the bottom plate are not directly but via the shell elements connected to each other and so the airbag element in the Side regions has a thickness which is defined by a width of the respective

Sheath element is determined. In this case, the top plate, the bottom plate and the jacket elements are each formed from a tear-resistant fabric, which is suitable for use as an airbag element. Under a "crash case" is in particular a

Overload case to be understood, ie an operating condition in which forces on the

Aircraft seat device and / or the aircraft seat act greater than forces that arise from a normal load during normal flight operations. The term "provided" is to be understood to mean in particular specially designed and / or equipped.Assuming that an object is intended for a specific function should in particular mean that the object fulfills this specific function in at least one application and / or operating state and / Under a "fully triggered state of the airbag element" is intended in particular a State of the airbag element are understood, in which the airbag element is provided so that a passenger bounces on the airbag element, wherein the

Airbag element has the greatest possible protection. In this case, the fully triggered state of the airbag element is preferably designed as a state in which the airbag element is filled to the maximum. A "head impact area" should be understood to mean, in particular, a region of the airbag element which is intended to impact a passenger's head on it in the event of a crash when the airbag element substantially reaches its fully deployed state Condition of the airbag element "should in particular a state of the airbag element in which the airbag element at least 75%,

preferably at 90% and in a particularly advantageous embodiment too

100% triggered, so filled, to be understood. Under a

In this context, "shoulder impact area" should be understood to mean, in particular, a region of the airbag element which is intended to impact a passenger's shoulder on it in the event of a crash when the airbag element reaches its fully deployed state minimum distance between a top plate and a bottom plate of the airbag element in the head are to be understood impact area. By an inventive

Embodiment may advantageously be a rotation of a passenger's head

Impact on the airbag element can be prevented or at least reduced in the event of a crash, whereby an aircraft seat device can be provided which includes a

Injury risk in a crash advantageously reduced. This can advantageously be increased security for a passenger.

It is also proposed that the aircraft seat is oriented obliquely to the direction of flight. In particular, "seated obliquely to the direction of flight" is to be understood as meaning that a seat direction of a passenger seat has an angle to the direction of flight of between 1 and 90 degrees, preferably between 1 and 45 degrees and more preferably between 5 and 20 degrees In this case, the angle which the seat direction of the passenger seat area has to the direction of flight is different in particular from 90 degrees, as a result of which the airbag element can be used particularly advantageously.

It is further proposed that the at least one airbag element form a concave impact side. Under a "impact side" is in particular a page and / or a region of the airbag element which, in a substantially fully deployed state of the airbag element, faces the passenger and is arranged so that the passenger strikes his or her during a crash. The fact that the impact side is "concave" is to be understood in particular as meaning that an inner region of the impact side is drawn further inwards than outer regions of the impact side, wherein two mutually facing partial regions merge into one another in a transition region, wherein the two

Partial areas can meet directly, so as to form a wedge-shaped impact side or in a transition area parabolic into each other. As a result, the airbag element can advantageously be designed for a collision of a passenger.

In addition, it is proposed that the at least one airbag element forms an impact side which has a wedge shape. Thereby, the impact side can be formed particularly advantageous for a collision of a passenger.

Furthermore, it is proposed that the impact side has an inwardly facing wedge shape. By "inwardly facing" is to be understood in particular that two subregions of the wedge shape face each other, wherein a normal, which is orthogonal on one of the sub-surfaces, is aligned in the direction of the other sub-area.Thus, the wedge shape for the impact side can be advantageously designed become.

It is also proposed that the impact side is formed from at least two partial surfaces, wherein the two partial surfaces have a different angle to the aircraft seat in the fully triggered state of the airbag element. A "partial surface" is to be understood here as meaning, in particular, a surface which forms at least part of the impact side and at least has a different orientation than a further partial surface, in which case it is conceivable that the two partial surfaces directly meet, whereby a concrete transition between the partial surfaces arises two partial surfaces, or that the two partial surfaces merge into one another in a stepless transition, wherein the partial surfaces in a transition region a parabolic shape

exhibit. The faces of the impact side are preferably formed by seams or tethers. Thereby, the impact side can be advantageously formed so that the shoulders of a passenger in an accident crash strike in about the same time on the airbag element. Furthermore, it is proposed that a lower side of the airbag element in a fully deployed state is arranged closer to the passenger than an upper side of the airbag element. A "lower area of the airbag element" should be understood to mean, in particular, a region of the airbag element which, in an essentially fully deployed state of the airbag element, faces a Aufständerebene on which the aircraft seat device is elevated In this case, a region of the airbag element that in a substantially fully triggered state of the airbag element is understood

Airbag element of a Aufständerebene on which the aircraft seat device is elevated, facing away. A "Aufständerebene" is to be understood in particular as meaning a plane on which elements, such as in particular aircraft seats, are elevated, wherein the Aufständerebene is formed in particular by a cabin floor of an aircraft cabin be achieved of the airbag element, whereby in particular a particularly advantageous impact of a passenger in the event of a crash can be achieved.

It is further proposed that the airbag element is formed by an air cushion, in which at least one elastic tether is integrated, which is provided for forming a shape of the airbag element. An "elastic tether" should be understood to mean, in particular, a band of an elastic material which, in a state deflected from a rest position, in particular in a stretched state

Condition, a restoring force in the direction of the rest position and always a

Endeavor to return to his resting position. The term "integrated" should be understood to mean, in particular, an advantageous manner connected to the airbag element, wherein the elastic tether is preferably sewn to the airbag element In principle, it is also conceivable that the elastic tether is woven into the material of the airbag element elastic tether is glued to the airbag element or on another, the expert as meaningful

appearing manner is firmly connected to the airbag element. As a result, the airbag element can advantageously be given a desired shape.

In addition, it is proposed that the at least one airbag element has at least two chambers which are formed by seams. In this case, a "chamber" is intended in particular to mean an interior area which is essentially separated from another chamber the airbag element, which is filled to trigger the airbag element with the gas. Two adjacent chambers are separated from each other by seams and preferably at least partially coupled to each other via connection channels, which are formed by interruptions of the Abnähte. About the released connection channels, a gas can flow when triggered from one chamber into the other chamber. By a design and placement of the connecting channels while a triggering behavior of the airbag element can be adjusted. In this context, a "stitching" is to be understood in particular as meaning a seam which directly connects a front side, that is to say a lower plate, and a rear side, that is to say a top plate, of the airbag element, whereby the airbag element can advantageously be segmented.

Furthermore, it is proposed that the at least one airbag element has at least one asymmetrical contact surface which is provided for engagement with an aircraft seat component. A "contact surface" should be understood to mean, in particular, a surface with which the airbag element faces the aircraft seat component in a fully deployed state, to which it is preferably also fastened and supported, in particular if a passenger strikes the aircraft on the impact side

Airbag element strikes. Under an "aircraft seat component" is intended in this

In particular, a component of an aircraft seat or a

Aircraft seat area are understood, such as a console or a backrest. This allows the airbag element particularly advantageous to the

Aircraft seat are supported.

In addition, it is proposed that the at least one airbag element has a directed deployment in a triggering case. A "directed unfolding" is to be understood here as meaning, in particular, an unfolding of the airbag element, which runs in a defined, predetermined direction as a result of a defined folding of the airbag element, whereby it can advantageously be predetermined how the airbag element unfolds and a particularly great protection can be achieved be reached for a passenger.

It is also proposed that the at least one airbag element is intended to be unrolled vertically in a triggering case. A "triggering case" is to be understood in particular as meaning a case in which the airbag element is triggered, that is, filled with a gas, in which case the triggering case preferably occurs in the event of a crash. Thereby, the airbag element can be easily brought into a fully triggered state.

It is also proposed that the at least one airbag element is intended to be unrolled from top to bottom. As a result, the airbag element can be rolled out into a fully deployed state particularly advantageously and simply, which in particular advantageously achieves that the airbag element is not aligned directly with a passenger's head and shoulders of the passenger are initially intercepted.

It is further proposed that the at least one airbag element has at least one connection point, via which the airbag element is provided for point-to-point connection to an aircraft seat component. In this context, a "connection point" is to be understood in particular as meaning a point via which the airbag element is selectively connected to the aircraft seat component

Aircraft seat component connected. As a result, the airbag element can be connected in a particularly simple manner.

It is further proposed that the at least one airbag element has at least one attachment surface, via which the airbag element is provided for surface attachment to an aircraft seat component. As a result, the airbag element can be connected in a particularly advantageous manner.

In addition, it is proposed that at least one generator for the at least one airbag element is provided to be connected spatially separated from the airbag element to an aircraft seat component. A "generator" is to be understood in particular as a device which can provide a large volume of gas in a very short time in order to fill the airbag element In this context, the term "spatially separated" is understood to mean, in particular, that the generator is mounted separately and at a distance from the airbag element on an aircraft seat component. Here are the generator and the

Airbag element coupled together via a hose, creating a gas to

Deployment of the airbag element from the generator through the hose into the

Airbag element can flow. This allows the airbag element advantageously small and be made compact, since the generator can be accommodated at an advantageous location.

The aircraft seat device according to the invention is not intended to be the above

described application and embodiment be limited. In particular, in order to fulfill a mode of operation described herein, the aircraft seat device according to the invention may have a number deviating from a number of individual elements, components and units mentioned herein.

drawings

Further advantages emerge from the following description of the drawing. In the drawings, three embodiments of the invention are shown. The drawings, the description and the claims contain numerous features in combination. The person skilled in the art will expediently also consider the features individually and combine them into meaningful further combinations.

Show it:

Fig. 1 is a schematic plan view of an inventive

An aircraft seat device comprising an airbag element in a fully deployed condition and a passenger impacting on the airbag element,

Figure 2 is a schematic representation of Figure 1 from another

perspective

3 is a schematic representation of the airbag element of

Aircraft seat device according to the invention in the first embodiment,

4 shows a schematic sectional view of the airbag element in a view from the side,

5 shows a schematic representation of the airbag element in different

FIRING stages,

6 is a schematic representation of an airbag element of a

Aircraft seat device according to the invention in a second

Embodiment,

7 shows a further illustration of the airbag element of the invention

Aircraft seat device in the second embodiment, Fig. 8 is a schematic representation of an airbag element of a

The aircraft seat apparatus according to the invention in a third

Embodiment and

Fig. 9 is a schematic isometric view of the airbag element in the third embodiment.

Description of the embodiments

Figures 1 to 5 show an aircraft seat device according to the invention in a first embodiment. The aircraft seat device is arranged in an assembled state in an aircraft cabin of an aircraft. The aircraft forms a direction of flight 12a. The flight direction 12a is formed as a direction extending from a tail of the aircraft to a nose of the aircraft. In this case, the direction of flight 12a runs coaxially to a central axis of the aircraft cabin. The

The aircraft seat apparatus includes an aircraft seat 10a. The aircraft seat 10a is elevated on a cabin floor 46a of the aircraft cabin. The aircraft seat 10a comprises a seat bottom 52a and a backrest 54a, which are preferably pivotally connected to each other. The aircraft seat 10a is aligned obliquely to the direction of flight 12a. The aircraft seat 10a forms a seat direction 56a, which represents a direction in which a passenger 50a is sitting straight on the aircraft seat 10a. The seating direction 56a is orthogonal to one of the backrest 54a formed

Backrest surface, parallel to the cabin floor 46a. The seating direction 56a of the aircraft seat 10a has an angle to the direction of flight 12a in an assembled state of the aircraft seat 10a. The angle that the seating direction 56a of the

Aircraft seat 10a enclosing the direction of flight 12a is 15 degrees.

In principle, it is also conceivable that the seat direction of the aircraft seat 10a forms an angle with the direction of flight 12a, which lies in a range of 5 degrees to 20 degrees. The aircraft seat device forms a passenger seating area 48a. Of the

Passenger seat area 48a is formed as the area in the aircraft cabin that is available to a passenger 50a during a flight. The aircraft seat 10a is disposed in the passenger seat area 48a. The aircraft seat apparatus further comprises a console 14a. The console 14a is part of the passenger seating area 48a. The console 14a, seen in the direction of flight 12a, is arranged in front of the aircraft seat 10a. The passenger seat 10a is facing the console 14a with its seat bottom 52a and its backrest 54a, that is, with the seat direction 56a. The passenger seat apparatus includes a Shell element 58a, which separates the passenger seating area 48a with the aircraft seat 10a from a passenger seating area arranged in front of it in the direction of flight 12a. The shell element 58a is arranged in front of the aircraft seat 10a in the direction of flight 12a and forms the console 14a. On the shell element 58a further elements, such as a monitor, a table or other functional elements for the passenger seat 48a, connected.

The aircraft seat device comprises an airbag element 16a. The airbag element 16a is provided to protect a passenger 50a seated in the aircraft seat 10a in the event of a crash from impact with the console 14a. The airbag element 16a is attached to an aircraft seat element, in particular on the console 14a. In principle, it would also be conceivable that the airbag element 16a on a

Cabin ceiling is attached. The airbag element 16a is connected to the shell element 58a. The airbag element 16a has an untreated condition. In the unsolved state, the airbag element 16a is disposed within the shell member 58a. In the unsolved state, the airbag element 16a is not filled with a gas. In this case, the airbag element 16a is arranged in the untreated state behind a cover, not shown, which covers the airbag element 16a in the untreated state to the outside.

In a fully deployed state, the airbag element 16a covers the console 14a and thus protects the passenger 50a in the event of a crash from impacting the console 14a. The airbag element 16a has different partial areas. The airbag element 16a has a head impact area 18a. The head impact area 18a is provided so that a head of the passenger 50a strikes the airbag element 16a in this area in the event of a crash. The head impact area 18a is arranged in a transverse direction approximately centrally on the airbag element 16a. Seen in the transverse direction, one is laterally adjacent to the head impact area 18a

Shoulder impact region 24a, 60a arranged. The shoulder impact areas 24a, 60a are respectively disposed adjacent to the head impact area 18a and are intended to cause the passenger 50a sitting on the aircraft seat 10a to impact his respective shoulder on the corresponding shoulder impact area 24a, 60a in the event of a crash. At this time, a thickness 20a of the airbag element 16a in the head impact area 18a is smaller than a thickness 22a of the airbag element 16a in the shoulder impact areas 24a, 60a. In the shoulder impact areas 26a, 60a, the airbag element 16a is thicker formed as in the head impact area 18a. The airbag element 16a is formed by a top plate 62a and by a bottom plate 64a. The top plate 62a and the bottom plate 64a are formed of a cloth material. The top plate 62a and the bottom plate 64a are connected to each other at their edge portions, respectively. In this case, the top plate 62a and the bottom plate 64a are sewn together. In principle, it is also conceivable that the top plate 62a and the bottom plate 64a are formed of an integrally woven element. In principle, it is also conceivable for the top plate 62a and the bottom plate 64a to be adhesively bonded to one another in their edge regions or to be connected to one another in a manner which appears appropriate to a person skilled in the art. In a region within joint seams with which the top plate 62a and the bottom plate 64a are connected to each other at the edge portions, the top plate 62a and the bottom plate 64a are separated from each other. The airbag element 16a is formed by an air cushion. The top plate 62a and the bottom plate 64a form the air bag in the area inside the joint seams. In the area between the top plate 62a and the bottom plate 64a, the airbag element 16a may be filled with a gas and thus inflated. In a collision of a passenger 50a on the airbag element 16a, the gas escapes from the airbag element 16a and an impact of the passenger 50a is decelerated. In a fully deployed condition, the top plate 62a and the bottom plate 64a are spaced apart a greater distance in a shoulder region 24a, 60a than in the tip region 18a. In a very outer area, in which the top plate 62a and the bottom plate 64a are connected to each other again, a distance between the top plate 62a and the bottom plate 64a decreases again, until they merge into one another by a seam.

The airbag element 16a has an impact side 26a. The impact side 26a is the console 14a off and facing the aircraft seat 10a. The impact side 26a forms the side of the airbag element 16a which faces the passenger 50a to be protected in a substantially fully deployed state and which the passenger 50a encounters in the event of a crash. The impact side 26a is from an outer side of the

Bottom plate 64a of the airbag element 16a formed. In this case, the impact side 26a is concave. The concave impact side 26a forms the head impact area 18a and the shoulder impact areas 24a, 60a. The impact side 26a forms a wedge shape. In particular, the impact side 26a forms an inwardly facing wedge shape. The outer regions, in particular the shoulder impact regions 24a, Form 60a, have in a fully triggered state of the airbag element 16a an increasing distance to the top plate 62a. The impact side 16a forms two partial surfaces 28a, 30a. In this case, an outer part of the partial surface 28a forms the one shoulder impact region 24a, and the outer part of the partial surface 30a forms the other shoulder impact region 60a. Mutually facing inner areas of the

Part surfaces 28a, 30a together form the head impact area 18a. In this case, the two partial surfaces 28a, 30a in the head impact area 18a merge into one another. The partial surfaces 28a, 30a have different angles to the aircraft seat 10a, in particular to the seat direction 56a of the aircraft seat 10a, in a fully deployed state. Due to the different angles of the partial surfaces 28a, 30a to the aircraft seat 10a, that of the console 14a can face

Shoulder impact region 24a of the passenger 50a and the console facing away from the shoulder area of impact 60a are caught in a crash, substantially simultaneously, whereby rotation of the body of the passenger 50a can be advantageously prevented.

The airbag element 16a comprises elastic tethers 32a. The elastic tethers 32a are integrated into the airbag element 16a designed as an air cushion. The tethers 32a are provided for forming the shape of the airbag element 16a. The tethers 32a are formed of an elastic material. The tethers 32a are preferably formed of a same material as the airbag element 16a. The tethers 32a are connected to the airbag element 16a. In this case, the tethers 32a are sewn to the lower plate 64a and the upper plate 62a of the airbag element 16a. In principle, it is also conceivable that the tethers 32a is connected in a different way with the airbag element 16a. In this case, the tethers 32a are arranged in an interior of the airbag element 16a. The tethers 32a are each connected to an inner side of the lower plate 64a and the upper plate 62a. In a fully triggered state of the airbag element 16a, the tethers 32a are under

Stress and thereby limit in the respective region of the corresponding tether 32a a distance between the lower plate 64a and the top plate 62a of the

Airbag element 16a. In an unsolved state, the tethers 32a are loosely disposed in the interior of the airbag element 16a. The tethers 32a are provided to selectively reduce a volume and / or a shape of the airbag element 16a. The airbag element 16a has two chambers 34a, 36a. The chambers 34a, 36a are separated by a stitching 66a. The chambers 34a, 36a are provided for a targeted deployment of the airbag element 16a. The chambers 34a, 36a are coupled to each other via connecting channels 68a. As a result, a gas flowing in the airbag element 16a can flow between the chambers 34a, 36a during deployment. In principle, it is also conceivable that chambers 34a, 36a are formed inside the airbag element 16a by partition walls sewn between the lower plate 64a and the upper plate 62a. It is conceivable that the chambers 34a, 36a are coupled to each other by simple connection channels, which are formed by holes in the partitions, or by introduced into the partitions valves with each other.

The airbag element 16a has a contact surface 38a. The contact surface 38a faces in a fully triggered state of the console 14a. With the contact surface 38a, the airbag element 16a is supported in a fully triggered state on the console 14a. In this case, the contact surface 38a is asymmetrical. The asymmetrically formed contact surface 38a is adapted to the bracket 14a, which shields the airbag element 16a in the event of a crash, and is formed corresponding to the bracket 14a. As a result, it can be achieved that the airbag element 16a can advantageously be supported on the console in the event of a crash when the passenger 50a strikes the airbag element 16a.

In the event of a crash, the airbag element 16a is triggered by a not-shown electronics. In principle, a mechanical release of the airbag element 16a is conceivable. The airbag element 16a is provided in a triggering case to be unrolled vertically. In this case, the airbag element 16a has a directed unfolding. The airbag element 16a is unrolled from top to bottom. In this case, the airbag element 16a unfolds in the triggering case from an upper edge of the console 14a in the direction of the cabin floor 46a, on which the aircraft seat 10a is elevated. It would also generally be conceivable that at least part of the airbag element 16a is also unrolled upwards away from the cabin floor 46a or sideways. In Figure 5, the airbag element 16a is shown schematically in different Auslösestadien. In this case, the different triggering stages form shapes of the airbag element at different times immediately after triggering in the event of a crash. In the first deployment stage 78a immediately after deployment, this unfolds Airbag element 16a first away from the console 14a in the direction of the passenger 50a. From the first triggering stage 78a to the second triggering stage 80a, the airbag element 16a deploys substantially downwards, in the direction of the uprising level. At this time, the airbag element 16a inflates further between the first deployment stage 78a and the second deployment stage 80a, thereby further extending toward the passenger 50a. This movement in the direction of the passenger 50 by the further inflation between the first trigger stage 78a and the second

Activation stage 80a, however, is substantially less than the downward movement toward the uprising level. In the third triggering stage 82a, the airbag element 16a is fully released. Between the second triggering stage 80a and the third

Triggering stage 82a, the airbag element 16a has extended further down and also inflated further.

The airbag element 16a has a connection point 40a. The airbag element 16a is connected via the attachment point 40a to an aircraft seat element. In this case, the airbag element 16a is connected via the attachment point 40a to the console 14a, in particular to the shell element 58a. In this case, the airbag element 16a is above the

Connection point 40a punctually connected to the shell member 58a.

The aircraft seat apparatus includes a generator 44a. The generator 44a is provided for filling the airbag element 16a. The generator 44a is designed as a chemical generator 44a, which generates a large volume of gas by a chemical reaction in a short time. The generator 44a is connected spatially separated from the airbag element 16a. In this case, the generator 44a is connected in the shell element 58a. In this case, the aircraft seat device has a hose element 70a, which connects the generator 44a with the airbag element 16a. In the triggering case, a gas generated in the generator 44a flows through the hose member 70a into the airbag member 16a and fills the chambers 34a, 36a with the gas. In principle, it is also conceivable that the aircraft seat device comprises a plurality of hose elements 70a, which couple the generator 44a with the airbag element 16a.

FIGS. 6 to 9 show two further exemplary embodiments of the invention. The following descriptions and the drawings are essentially limited to the differences between the embodiments, with respect to the same components, in particular with respect to components with the same reference numerals, in principle also to the drawings and / or the description of the other Embodiments, in particular of Figures 1 to 5, can be referenced. To distinguish the embodiments of the letter a is the reference numerals of the embodiment in the figures 1 to 3 adjusted. In the exemplary embodiments of FIGS. 6 to 9, the letter a is replaced by the letters b and c.

Figures 6 and 7 show an aircraft seat device according to the invention in a second embodiment. The aircraft seat apparatus includes an aircraft seat and a console 14b. The aircraft seat device comprises an airbag element 16b. The airbag element 16b is provided to protect a passenger 50b sitting in the aircraft seat in the event of a crash from impacting the console 14b. The

Airbag element 16b is attached to an aircraft seat element, in particular on the console 14b. In essence, the airbag element 16b is the same as the airbag element of the first embodiment. The airbag element 16b is also formed by a top plate 62b and a bottom plate 64b. Unlike the first embodiment, the top plate 62b and the bottom plate 64b are not directly connected to each other in their side portions. The top plate 62b and the

Sub-plate 64b are connected to each other via a jacket 72b. The jacket 72b is formed of a same material as the top plate 62b and the bottom plate 64b. The sheath 72b is sewn to outer edges 62b of the top plate 62b with the top plate 62b. The sheath 72b is sewn to the lower plate 64b at outer edges of the lower plate 64b.

Thereby, the top plate 62b and the bottom plate 64b are also spaced from each other in a portion of their outer edges.

The connection of the airbag element 16b to the console 14b also differs slightly from that of the first exemplary embodiment. The airbag element 16b has a

Connection surface 42b, via which the airbag element 16b is connected flat with the console 14b. In this case, the airbag element 16b is connected via an adhesive connection with the console 14b. In this case, the connection surface 42b is rectangular. In principle, it is also conceivable that the connection surface 42b has a different shape.

FIGS. 8 and 9 show an aircraft seat device according to the invention in a third exemplary embodiment. The aircraft seat apparatus includes an aircraft seat 10c and a console 14c. The aircraft seat device comprises an airbag element 16c. The airbag element 16c is intended to protect a passenger 50c sitting in the aircraft seat 10c in the event of a crash from an impact on the console 14c. The airbag element 16c is attached to an aircraft seat element, in particular on the bracket 14c. In essence, the airbag element 16c is the same as the airbag element of the second embodiment. The airbag element 16c is also formed by a top plate 62c and a bottom plate 64c. Equivalent to the second embodiment, the top plate 62c and the bottom plate 64c are not directly connected to each other in their side portions. The top plate 62c and the

Sub-plate 64c are connected to each other via a jacket 72c. The jacket 72c is formed of a same material as the top plate 62c and the bottom plate 64c. The sheath 72c is sewn to outer edges of the top plate 62c with the top plate 62c. The sheath 72c is sewn to outer edges of the lower plate 64c with the lower plate 64c.

Thereby, the top plate 62c and the bottom plate 64c are also spaced from each other in a portion of their outer edges. Unlike the second

In the embodiment, a lower portion 74c of the airbag element 16c in a fully deployed state is located closer to the passenger 50c than an upper portion 76c of the airbag element 16c. The upper area 76c is formed by a region of an impact side 26c of the airbag element 16c facing away from an elevator plane. The lower region 74c is formed by a region of the impact side 26c of the airbag element 16c which faces the insulator plane. Due to the configuration of the airbag element 16c, the airbag element 16c extends in the event of a crash in the lower region 74c further in the direction of the passenger 50c than in the upper region 76c. As a result, the airbag element 16c is made thicker in the lower portion 74c in the fully deployed state than in the upper portion 76c. As a result, the airbag element 16c in the lower region 74c, in which a passenger strikes his upper body in the event of a crash, is advantageously made thicker, whereby a particularly advantageous protective effect can be achieved. In a side view, the airbag element 16c has a triangular or trapezoidal shape. The jacket 72c connecting the top plate 62c and the bottom plate 64c is trapezoidal in side portions, with an upper side narrower than a lower side. The airbag element 16c, as the airbag elements of the previous

Embodiments, also elastic tethers 32c on. These are only indicated in FIG. The tethers 32c are attached at one end to the jacket 72c. reference numeral

10 aircraft seat

12 flight direction

14 console

16 airbag element

18 head-end area

20 thickness

22 thickness

24 shoulder impact area

26 impact side

28 partial area

30 partial area

32 tether

34 chamber

36 chamber

38 contact surface

40 connection point

42 connection area

44 generator

46 cabin floor

48 Passenger seating area

50 passengers

52 seat bottom

54 backrest

56 seat direction

58 shell element

60 shoulder impact area

62 top plate

64 lower plate

66 stitched Connecting channel hose element sheath

lower area upper area first triggering stage second triggering stage third triggering stage

Claims

claims

1 . An aircraft seat device comprising at least one aircraft seat (10a, 10c) and at least one console (14a; 14b; 14c) disposed in front of the aircraft seat (10a; 10c) in a direction of flight (12a) and at least one airbag element (16a, 16b, 16c), which is intended to be in one

In the event of a crash, thereby protecting a passenger (50a, 50c) sitting in the aircraft seat (10a, 10c) from impacting the console (14a, 14c)

in a fully deployed state, the at least one airbag element (16a; 16b; 16c) has a thickness (20a; 20b) which is smaller than a thickness (22a; 22b) at least in a head impact area (18a; 18b; in at least one shoulder impact area (24a, 60a, 24b, 60b, 60c).

2. Aircraft seat device according to claim 1, characterized in that the aircraft seat (10a) is oriented obliquely to the direction of flight (12a).

3. Aircraft seat device according to claim 1 or 2, characterized in that the at least one airbag element (16a; 16b; 16c) is a concave one

Impact side (26a, 26b, 26c) forms.

4. The aircraft seat device according to any one of the preceding claims, characterized in that the at least one airbag element (16a; 16b; 16c) forms an impact side (26a; 26b; 26c) which has a wedge shape.

5. The aircraft seat device according to claim 4, characterized in that the impact side (26a; 26b; 26c) has an inwardly facing wedge shape.

6. Aircraft seat device at least according to claim 3, characterized in that the impact side (16a) is formed from at least two partial surfaces (28a, 30a), wherein the two partial surfaces (28a, 30a) in the fully deployed state of the airbag element (26a) have a different one Have angles to the aircraft seat (10 a).

An aircraft seat apparatus according to any one of the preceding claims, characterized in that a lower portion (74c) of the airbag element (16c) in a fully deployed state is located closer to the passenger (50c) than an upper portion (76c) of the airbag element (16c). ,

8. Aircraft seat device according to one of the preceding claims, characterized in that the airbag element (16a; 16b; 16c) is formed by an air cushion, in which at least one elastic tether (32a; 32b; 32c) is integrated, which is used to form a shape of the Airbag element (16a, 16b;

16c) is provided.

9. aircraft seat device according to one of the preceding claims, characterized in that the at least one airbag element (16a) at least two chambers (34a, 36a) which are formed by Abnähte (66a).

10. Aircraft seat device according to one of the preceding claims, characterized in that the at least one airbag element (16 a) has at least one asymmetrical contact surface (38 a), which for abutment against a

Aircraft seat component is provided.

1 1. Aircraft seat device according to one of the preceding claims, characterized in that the at least one airbag element (16a; 16b) has a directed deployment in a triggering case.

12. The aircraft seat device according to one of the preceding claims, characterized in that the at least one airbag element (16a, 16b) is intended to be unrolled vertically in a triggering case.

13. The aircraft seat device according to one of the preceding claims, characterized in that the at least one airbag element (16a, 16b) is intended to be unrolled from top to bottom.

14. Aircraft seat device according to one of the preceding claims, characterized in that the at least one airbag element (16a) has at least one attachment point (40a), via which the airbag element (16a) is provided for selective connection to an aircraft seat component.

15. An aircraft seat device according to one of the preceding claims, characterized in that the at least one airbag element (16b) has at least one attachment surface (42b), via which the airbag element (16b) is provided for surface connection to an aircraft seat component.

16. Aircraft seat device according to one of the preceding claims,

characterized by at least one generator (44a) for the at least one airbag element (16a) which is intended to be connected to an aircraft seat component spatially separated from the airbag element (16a).