CN113581234A

CN113581234A - High-density seat layout structure of passenger transport vehicle

Info

Publication number: CN113581234A
Application number: CN202111011569.4A
Authority: CN
Inventors: 文曙东; 张利琴
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-08-31
Filing date: 2021-08-31
Publication date: 2021-11-02

Abstract

The application relates to a passenger transport vehicle seat layout structure. The application discloses passenger traffic vehicle high density seat layout structure, the seat unit that constitutes including a high district seat and two low districts seats, high district seat and low district seat are provided with the berth functional accessory, can make the seat become the berth that supplies the passenger to lie, and two low districts berth relative configuration and afterbody link to each other, and high district berth is located two low district berth rear connection department tops, high district berth both ends all have the interval with two low district berth head both ends. According to the technical scheme, the height of a high-area seat or a bunk from the ground can be greatly reduced, the top space of high-area passengers is increased, and the oppression feeling of the high-area passengers is reduced; and the depression of the passengers in the low area is greatly relieved, and the travelling comfort level of the passengers in the low area is improved. The layout structure can further improve the passenger capacity and the layout density according to the specific structure of the passenger transport vehicle.

Description

High-density seat layout structure of passenger transport vehicle

Technical Field

The application relates to passenger transport vehicles, in particular to passenger transport vehicle seat layout technology, and particularly relates to a passenger transport vehicle high-density seat layout structure.

Background

With the development and progress of passenger transport vehicles, great convenience is brought to the life of people. In order to seek comfort, passengers want to have a wide riding space, and operators often need to increase the density of seats as much as possible in order to seek economic benefits.

The prior passenger transport vehicles such as airplanes, ships, trains and the like generally adopt a seat structure with dual purposes of sitting and lying, and the seat can be changed into a sleeping berth, so that the comfort level of passengers in traveling is improved, and particularly for the passengers in long-distance traveling.

The seat is converted into the berth, which is usually realized by arranging a berth functional accessory, laying down a seat back and/or an extending seat board and the like, and the conversion from the seat to the berth can also be realized by arranging a folding plate and the like on the opposite side or the side of the seat.

International patent application publication No. WO 97/07021 describes a split seat structure. Two seats are alternately arranged at different positions of continuous low and high up and down to improve the comfort of passengers and obtain higher seating layout density, but the passenger has small seating space and feels very oppressed.

U.S. patent application publication No. US9868531B2 discloses a seating structure providing a first seat at a lower level and a second seat at a higher level, wherein each of the first and second seats includes a support surface for supporting an occupant: movable between an upright seating position and a recumbent reclined position, wherein at least one of the first and second seats is configured in a manner that: during the change of its support surface from the upright to the reclined position, the height position of the seat support surface is changed, resulting in an increased distance between the first seat support surface and the second seat support surface. However, in this design, passengers always feel oppressed by upper passengers near the head positions of passengers in lower floors regardless of sitting or lying down.

The airplane full-flat commercial cabin berths of the existing airline intercontinental airlines are classified according to the arrangement direction of berths, and two types are popular, namely a fishbone type oblique arrangement (comprising a positive fishbone and a reverse fishbone) and a second berth longitudinal arrangement (comprising an old side-by-side parallel arrangement and a novel front-back staggered arrangement). The fishbone type arrangement berth density and the longitudinal parallel arrangement are almost different. For example, the commercial cabin of the American headquarters A380& 777-. All bunks are connected to the aisle, but the arrangement on the aircraft is single-deck, and there is also increased space for passenger capacity.

Chinese patent application publication No. CN103693051A discloses a layout structure of sleeper compartments of a motor car, in which the rear berth legs extend to the lower part of the front object-placing surface, so that the number of the fixed members reaches 60. Each berth space is independent, is communicated with the passageway and is close to the window. But for the upper passenger, no seat is arranged in the carriage, and the passenger travel experience is influenced.

In summary, the seat layout structure of the passenger transportation vehicle in the prior art has the following technical problems:

1. the passenger seating space is narrow and the passengers feel oppressed, and particularly, the passengers on the upper layer feel more obvious due to the double-layer seating layout structure;

2. the arrangement structure of the seats causes the reduction of the passenger capacity and the insufficient operation efficiency;

3. the upper passenger can only lie down without a seat, and the passenger travel experience is influenced.

Disclosure of Invention

The main aim at of this application solves prior art's above-mentioned technical problem, improves seat layout structure, improves overall arrangement density, improves passenger's stroke and experiences, improves the travel comfort level.

In order to achieve the above object, according to an aspect of this application embodiment, a passenger traffic vehicle high density seat layout structure is provided, including the seat unit that a high district seat and two low districts seats constitute, high district seat and low district seat are provided with the berth functional accessories, can make the seat become the berth that supplies the passenger to lie, and its characterized in that, two low district berths relative configuration and afterbody link to each other, and high district berth is located two low district berth rear connection department tops, high district berth both ends all have the interval with two low district berth head both ends.

In the exemplary embodiment of the present application, the two ends of the high-area bunk are equally spaced from the two ends of the head of the two low-area bunks.

In the exemplary embodiment of the present application, the two low zone bunks are located on the same line.

In the exemplary embodiment of the present application, two low zone bunk tails are arranged crosswise.

In the exemplary embodiment of the present application, the intersection of the two low-zone bunks is a straight line and/or a diagonal line.

In an exemplary embodiment of the present application, the two low zone seats are provided with a rotation mechanism so that the two low zone seats can be rotated by 180 °

In an exemplary embodiment of the application, at least 2 seating units are arranged side by side and/or longitudinally.

In an exemplary embodiment of the application, adjacent seating units side by side are arranged offset.

In the exemplary embodiment of the present application, the side-by-side high zone seats are staggered.

In an exemplary embodiment of the application, a second high area seat is arranged above a low area seat of a longitudinally adjacent seat unit.

According to the technical scheme of the application and the technical scheme of further improvement in the exemplary embodiment, the application has the following beneficial effects:

the high-area seats or bunks are positioned above the tails of the two low-area bunks, so that the height of the high-area seats or bunks from the ground can be greatly reduced, the top space of passengers in the high area is increased, and the oppression feeling of the passengers in the high area is reduced;

the head space of the passengers in the low region is reserved at the two ends of the high region seat or the bunk, so that the oppressive feeling of the passengers in the low region is greatly relieved, and the travelling comfort level of the passengers in the low region is improved;

the layout structure can further improve the passenger capacity according to the specific structure of the passenger transport vehicle, such as crossed arrangement of low-zone berths and addition of seats in a second high zone.

The present application will be further described with reference to the following drawings and detailed description. Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the application and, together with the description, serve to explain the application and are not intended to limit the application.

Fig. 1 shows a schematic plan view of an agent unit of an exemplary embodiment of the present application;

fig. 2 shows a schematic side view of an agent unit of an exemplary embodiment of the present application;

fig. 3 shows a schematic plan view of a low-zone bunk in an seating unit according to an exemplary embodiment of the present application;

fig. 4 shows a schematic side view of a high-zone bunk and a low-zone bunk in an seating unit according to an exemplary embodiment of the application;

FIG. 5 shows a schematic plan view of two seating units arranged side-by-side in an exemplary embodiment of the present application;

FIG. 6 is a schematic plan view of a side-by-side adjacent offset arrangement of two seating units in an exemplary embodiment of the present application;

FIG. 7 is a schematic plan view of a seat arrangement in a compartment of a high-speed rail vehicle;

FIG. 8 shows a schematic plan view of three seating units arranged side-by-side in an exemplary embodiment of the present application;

FIG. 9 is a schematic plan view of three seating units in a side-by-side staggered arrangement in accordance with an exemplary embodiment of the present application;

FIG. 10 shows a schematic plan view of a staggered arrangement of side-by-side high area seats with two seat units arranged side-by-side;

FIG. 11 illustrates a schematic plan view of a passenger aircraft cabin seating arrangement;

fig. 12 shows a schematic plan view of a straight line at the intersection of two low-zone bunk tails in a seating unit;

fig. 13 shows a schematic plan view of a cross arrangement interface of two low-zone berths tails in a seating unit as a straight line and a diagonal line;

figure 14 shows a schematic view of the arrangement of a second high area seat above a low area seat of an adjacent seat unit;

figure 15 shows a schematic view of a low zone seat rotated 180 deg..

The reference numbers are as follows:

10-seat unit; 101 — first low zone passenger; 102 — second low zone passenger; 110-first Low zone seating or bunk; 120-second Low zone seating or bunk; 201-high zone passengers; 210-high area seating or bunk; 310-second high zone seating or bunk; 301 — second high zone passenger.

Detailed Description

It should be noted that the specific embodiments, examples and features thereof may be combined with each other in the present application without conflict. The present application will now be described in detail with reference to the drawings, in conjunction with the following.

In order to make the technical solutions of the present invention better understood, the following detailed description and the embodiments of the present invention are given with reference to the accompanying drawings in the following, and it is obvious that the embodiments described are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments and examples obtained by a person of ordinary skill in the art without any creative effort based on the specific embodiments and examples in the present application shall fall within the protection scope of the present application.

It is noted that "first," "second," and the like, in this application are used for convenience of description and for ease of distinction, and should not be construed as indicating or implying relative importance or strict order.

In this application, a seat or a bunk is used to mean a position space occupied by a passenger when sitting or lying down, which position is called a seat when the passenger is sitting, and a bunk when the passenger is lying down.

The high-density seat layout structure of the passenger transport vehicle comprises a seat unit 10 consisting of a high-area seat and two low-area seats. See fig. 1, 2, 3 and 4.

In the seat unit 10 of the present application, the high-region seat 210, the low-region seat 110, and the low-region seat 120 are provided with the berth functional accessories, and the seats can be changed into berths for passengers to lie, as shown in fig. 3 and 4.

In the exemplary embodiment of the present application, after the two low-zone seats are converted into two bunks, the two low-

zone bunks

110 and 120 are located on the same straight line PQ, the two low-

zone bunks

110 and 120 are oppositely disposed and the tail is connected to AD, as shown in fig. 3. The AD is a common clapboard for two low-area bunks, and separates the two bunks.

The high-area bunk 210 is located above the connection of the tails of the two low-area bunks, and there are a distance k and a distance j between the two ends of the high-area bunk 210 and the two ends of the heads of the two low-area bunks, as shown in fig. 2 and 4.

In fig. 2, h1 is the low zone seat height, h2 is the low zone passenger berth rear foot space height, ignoring floor thickness, the high zone seat floor is at a height of h1+ h2 from the ground, as shown in fig. 2 and 4. If the height h1 of the low-region seat from the ground is 40cm and the height h2 of the foot space is 30cm, the height of the high-region seat floor from the ground is only 70 cm. Even in passenger transport vehicles such as passenger buses and high-speed trains, the passengers 201 in the high area do not feel too oppressed. For example, for a high-speed rail vehicle with a height space of 2.35m, the height of the high-region passenger 201 is 2.35-0.7-1.65 m, so that a common person can walk conveniently by slightly bending down, the sitting space is very abundant, and the sitting and lying comfort and the traveling experience of the high-region passenger 201 are greatly improved.

In this embodiment, the high area bunk 210 is spaced from both ends of the head of the low area bunk 110 and the low area bunk 120 by a distance j and a distance k as shown in fig. 2 and 4. If each bunk length is 2m, i.e. d is 2m, e is 4m, and the interval j is k in fig. 2 and 4, j is 1 m. That is, the heads of the low-zone passengers 101 and the low-zone passengers 102 have a lateral space of 1 meter, so that the passengers do not feel oppressed when sitting and lying, the comfort of the low-

zone passengers

101 and 102 is greatly improved, and the traveling experience is improved, as shown in fig. 2 and 4.

Fig. 5 shows a schematic plan view of two seat units 10 arranged side by side according to an exemplary embodiment of the present invention, fig. 6 is a situation where two seat units 10 adjacent side by side are arranged in a staggered manner, and compared with the side by side arrangement shown in fig. 5, the staggered arrangement of the adjacent side by side units in fig. 6 means that two seat units are staggered by a certain distance a, so that passengers in a low area can be isolated from each other, and privacy of the passengers is improved.

In a passenger vehicle, the seating units may be arranged longitudinally in 2 seating units as shown in fig. 6. For example, in a high-speed rail vehicle compartment with a length of 20m and a width of 3m, seat units are arranged on two sides of an aisle (the length e of the seat unit is 1.95+ 1.95-3.9 m), two rows of seat units are arranged on one side, one seat unit has 3 seats or bunks in total, 5+5 seat units are arranged along the side wall of the compartment, one side can accommodate 30 passengers, and the number of the passengers in a compartment can be 60, as shown in fig. 7. Compared with the arrangement structure of the movable sleeping carriage of the medium vehicle Qingdao four-part company CRH2E-2463, under the condition that the number of the fixed members is not changed, each passenger can freely sit and sleep, and the high-density layout of seats is realized.

Assuming that the aisle width t is 60cm, the seat width w of the present embodiment may reach 60cm, as shown in fig. 7. The width of the seat of the first-class seat of the high-speed rail motor car is 58cm at present, and the width of the seat of the embodiment is superior to that of the seat of the common business cabin of the high-speed rail motor car at present, so that the passenger space is remarkably expanded, and the passenger travel experience is improved.

Fig. 8 is a schematic plan view showing a side-by-side arrangement of three seat units according to an exemplary embodiment of the present application, and fig. 9 is a schematic plan view showing a side-by-side staggered arrangement of three seat units. In the arrangement of three seating units side by side, as shown in fig. 8 and 9, the passenger in the middle seating unit usually needs to be engaged by a passenger on the side to get in and out of the seating unit.

Similarly, the combination of three seat units arranged side by side, as shown in fig. 8 and 9, may be laid out in a longitudinal arrangement according to the specific structure of the air vehicle.

Figure 10 shows a schematic plan view of a staggered arrangement of side-by-side high area seats with two seat units arranged side-by-side. It can be seen that the high-area seats 210 in the two seat units are staggered side by side, and the transverse space at the tail of the high-area berth is compressed, so that a certain high-area transverse space, such as a quadrilateral space shown by WXYZ in fig. 10, can be made.

The layout structure of the embodiment can enable the space (quadrilateral space shown by WXYZ in figure 10) compressed by the window to be shared by two seats in the high area, has little influence on two bunks in the high area, and can reduce the negative impression of passengers as much as possible under the specific condition and improve the travel experience of the passengers. The layout structure of the embodiment is particularly suitable for air transportation vehicles with arc tops, such as passenger planes and the like.

FIG. 11 illustrates a schematic plan view of a seat layout in a cabin of another exemplary embodiment of a passenger aircraft. In the exemplary embodiment, the aircraft cabin interior layout area width N is 5.28m and the layout area length L is 12 m.

In the present embodiment, 7 seat units, that is, 7 rows, are arranged in the layout in the width N direction 2+3+2, two aisles are respectively 50cm wide, 3 seat units are arranged in the length L direction, and 3 seats are arranged in one unit, so that a total of 3 seats can be arranged in the layout in 3 × 7 — 63 business cabins, as shown in fig. 11. Except that the space of the seats in the high region near the side wall of the layout area is compressed, the width w of all the seats in the low region and the seats in the normal high region can reach 60cm, see fig. 11.

If the fish bones are arranged, such as the layout of an east-navigation A330 space cabin and the layout of a 1+2+1 transverse direction, 10 rows are arranged maximally, and 40 public cabins are arranged in total. Compared with the reverse fishbone arrangement, the seat layout structure can accommodate the number of passengers by 57.5 percent.

Referring to fig. 12, a schematic plan view showing the arrangement of two low-zone berth tails in the seat unit in a crossed manner and the junction being a straight line is shown. In the exemplary embodiment, the low-

area berths

110 and 120 are arranged in a crossing manner at the tail part, and the boundary is formed by the broken lines formed by the straight lines AB, BC and CD, so that the longitudinal length e of the seat unit can be shortened, and the arrangement density of the seats can be improved.

In this embodiment, the two low-

zone bunks

110 and 120 are only partially intersected at the tail, so that passenger interference can be effectively reduced, but for passenger vehicles with tight space, the saved space can bring about a meaningful effect.

Fig. 13 shows another layout structure of the crossing arrangement of the tail parts of two low-area bunks in the seat unit, and the boundary between the low-

area bunks

110 and 120 is formed by a straight line AB, an oblique line BC and a straight line CD. This kind of alternately overall arrangement structure, the juncture is more gentle, does not have the right angle, can further reduce the uncomfortable sense that alternately overall arrangement brought, is favorable to improving passenger's travel and experiences.

For some passenger vehicles with relatively rich vertical space, such as large passenger aircraft, ships, etc., a second high-zone seat 310 may be arranged above the low-

zone seats

120 and 110 of the longitudinally-arranged adjacent seat units, and seats or bunks of passengers 301 in the second high-zone are added, so as to fully utilize the height space, increase the layout density and improve the operation efficiency, as shown in fig. 14.

When the China high-speed rail runs back and forth in the operation section, the motor train unit does not need to turn, and only changes the running direction to carry out back and forth. To accommodate this operational feature and improve passenger comfort, the two low-

zone seats

110 and 120 of the present application are provided with a swivel mechanism so that the two low-zone seats can swivel, the low-zone seats rotating 180 ° along the swivel axis, thereby changing the orientation of the passengers.

Therefore, when the orientation of the passenger seat is inconsistent with the advancing direction of the train, the passenger seat rotates by 180 degrees, the orientation of the passenger is always consistent with the advancing direction of the high-speed rail, and the comfort level of the passenger is improved. When the passenger needs to lie down, the seat is rotated back to the original position.

This swivel mechanism also allows the adjacent cell low-zone passenger 101 and low-zone passenger 102 seats to face each other, creating a good social space, as shown in fig. 15.

Claims

1. Passenger traffic vehicle high density seat layout structure, the seat unit that constitutes including a high district seat and two low districts seats, high district seat and low district seat are provided with the berth functional accessory, can make the seat become the berth that supplies the passenger to lie, and its characterized in that, two low district berths relative configuration and afterbody link to each other, and high district berth is located two low district berth afterbody junctions top, high district berth both ends all have the interval with two low district berth head both ends.

2. The passenger vehicle high-density seating arrangement according to claim 1, wherein the distance between the two ends of the high-area bunk and the two ends of the head of the two low-area bunks is equal.

3. The passenger vehicle high density seating arrangement of claim 1, wherein the two low zone bunks are located on a common line.

4. The passenger vehicle high-density seating arrangement according to claim 1, wherein two low-zone berth tails are arranged crosswise.

5. A passenger vehicle high density seating arrangement according to claim 4, wherein the two low area bunk junctions are straight and/or diagonal lines.

6. Passenger vehicle high-density seat arrangement according to claim 1, characterized in that the two low-zone seats are provided with a swivel mechanism, so that the two low-zone seats can be swiveled by 180 °.

7. The high-density seat arrangement structure of a passenger vehicle according to any one of claims 1 to 6, characterized in that at least 2 seat units are arranged side by side and/or longitudinally.

8. A passenger vehicle high-density seat arrangement according to claim 7, characterised in that adjacent seat units side by side are arranged offset.

9. The passenger vehicle high density seating arrangement of claim 7, wherein the side-by-side high area seating is staggered.

10. A passenger vehicle high density seating arrangement according to claim 7, wherein a second high area seating is arranged above a low area seating of longitudinally adjacent seating units.