EP0609715B1 - Siège de véhicule, notamment pour un avion - Google Patents

Siège de véhicule, notamment pour un avion Download PDF

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Publication number
EP0609715B1
EP0609715B1 EP94100829A EP94100829A EP0609715B1 EP 0609715 B1 EP0609715 B1 EP 0609715B1 EP 94100829 A EP94100829 A EP 94100829A EP 94100829 A EP94100829 A EP 94100829A EP 0609715 B1 EP0609715 B1 EP 0609715B1
Authority
EP
European Patent Office
Prior art keywords
layer
vehicle seat
seat according
threads
fibres
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP94100829A
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German (de)
English (en)
Other versions
EP0609715A1 (fr
Inventor
Rudolf Ing. Weingartner
Johann Möseneder
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CA Greiner and Soehne GmbH
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CA Greiner and Soehne GmbH
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Filing date
Publication date
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Application filed by CA Greiner and Soehne GmbH filed Critical CA Greiner and Soehne GmbH
Publication of EP0609715A1 publication Critical patent/EP0609715A1/fr
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Anticipated expiration legal-status Critical
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Classifications

    • A—HUMAN NECESSITIES
    • A47—FURNITURE; DOMESTIC ARTICLES OR APPLIANCES; COFFEE MILLS; SPICE MILLS; SUCTION CLEANERS IN GENERAL
    • A47C—CHAIRS; SOFAS; BEDS
    • A47C7/00—Parts, details, or accessories of chairs or stools
    • A47C7/02—Seat parts
    • A47C7/18—Seat parts having foamed material included in cushioning part
    • A—HUMAN NECESSITIES
    • A47—FURNITURE; DOMESTIC ARTICLES OR APPLIANCES; COFFEE MILLS; SPICE MILLS; SUCTION CLEANERS IN GENERAL
    • A47C—CHAIRS; SOFAS; BEDS
    • A47C7/00—Parts, details, or accessories of chairs or stools
    • A47C7/02—Seat parts
    • A47C7/24—Upholstered seats
    • A47C7/26—Upholstered seats with reinforcement of the external layer of the upholstery, e.g. vandal resistant
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T442/00—Fabric [woven, knitted, or nonwoven textile or cloth, etc.]
    • Y10T442/60—Nonwoven fabric [i.e., nonwoven strand or fiber material]
    • Y10T442/647—Including a foamed layer or component
    • Y10T442/652—Nonwoven fabric is coated, impregnated, or autogenously bonded
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T442/00—Fabric [woven, knitted, or nonwoven textile or cloth, etc.]
    • Y10T442/60—Nonwoven fabric [i.e., nonwoven strand or fiber material]
    • Y10T442/682—Needled nonwoven fabric
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T442/00—Fabric [woven, knitted, or nonwoven textile or cloth, etc.]
    • Y10T442/60—Nonwoven fabric [i.e., nonwoven strand or fiber material]
    • Y10T442/69—Autogenously bonded nonwoven fabric

Definitions

  • the invention relates to a vehicle seat, in particular for aircraft, as described in the preamble of claim 1.
  • Such a known seat with a cushion made of foam plastic - consists of a foam plastic with a support body made of an open-cell, elastic plastic foam with a first density and a flame-retardant layer made of an open-cell, provided with flame retardant, elastic foam plastic with a different density than the first.
  • the plastic foam and the flame-retardant layer are connected to one another, in particular by a foaming process, and surrounded with a flame-retardant covering material.
  • These cushions have proven themselves very well in practice, but it has been shown that, especially in extreme weather conditions or under different climatic conditions, the seating comfort of the vehicle seats was not sufficient for the intended use in vehicles.
  • seats for public transport are already known - according to DE-GM 85 06 816 - which have a seat cushion which is covered with a seat cover, the seat cover and the seat cushion being made of a flame-retardant and low-smoke material.
  • the procedure is such that a glass fiber mat is arranged between the flame-retardant seat cover and the seat cushion, which is usually made of plastic foam, to prevent the seat cover from burning through in the direction of the seat cushion.
  • Such a known vehicle seat - according to EP-A1-190 064 - consists of several layers of needle fleece, which are covered by a flame-retardant cover material. Reinforcement mats made of metal or glass fibers are arranged between the cover fabric and the individual layers of needle fleece to reduce damage caused by vandals. Due to the adhesive bonding of the individual layers and the multiple intermediate layers of this vandal protection layer, adequate ventilation is even more difficult to achieve in the known vehicle seat.
  • the support body is formed from a part which has been treated with flame retardants and is molded in one piece, the surface of which is covered with a flame retardant layer and then with a flame retardant covering material.
  • nonwovens or nonwovens in that layers of individual fibers or threads made of plastic or natural materials, preferably applied to a carrier material and connected to one another by needles or thermal embossing.
  • These nonwovens have the advantage that, with a correspondingly strong bond, by using suitable carrier materials or by needling or thermal embossing, they form correspondingly strong mats which have a significantly lower density in comparison to solid materials.
  • natural or synthetic fibers are used and these fibers, especially if they are synthetic fibers, first have to be produced endlessly and then shortened to the desired thread length.
  • the present invention has for its object to provide a seat, in particular a seat for a vehicle, such as to create an aircraft which, with a low overall weight, has a pleasant seating comfort and a high mechanical strength as well as resistance to erosion.
  • This object of the invention is achieved by the features in the characterizing part of claim 1. It is advantageous in this embodiment of the seat and the use of a fleece designed according to the invention that the inertial forces or the permanent load by a user is absorbed by the support body or a spring core, if appropriate, integrated therein, whereas the one facing the user and between the cover fabric and the fleece layer arranged on the support body enables a pleasant sitting comfort due to the fluffy design of the fleece.
  • the surprising advantage of this solution is that the loose fiber composite in such a fleece enables a high air throughput and thus also good heat dissipation from the area of the seat.
  • Another embodiment according to claim 2 is also advantageous, since this increases the resistance to tearing and which caused the force to act Elongation of the overall composite from the fiber layer and the carrier layer can be adapted to different elongation properties.
  • a good mean value between the weight and the mechanical strength of the carrier layer is achieved by specifying the weight of the carrier layer from 50 to 90 g / m 2 .
  • composition and the training as a woven or knitted fabric, the carrier layer can be adapted very quickly to different strength and resistance conditions, such as a correspondingly high flame retardancy.
  • a further development according to claim 6 is also advantageous, since the stretches of the carrier layer are sufficient to produce a pleasant sitting feeling, but on the other hand, overloading of the support body arranged underneath by narrowly limited overloads is reliably avoided.
  • the fleece in particular, does not tear through the carrier layer, even with high tensile forces, such as can arise when kneeling on upholstery or when storing heavy suitcases.
  • the cushion can also be fastened to the support frame or the like at high walking loads without additional fastening means having to be provided, as a result of which in particular weight can be saved in such seats.
  • plastic fibers or threads are used according to claim 11, there is the simple possibility of thermally binding and strengthening the nonwoven by pressure loading with simultaneous supply of heat.
  • An embodiment according to claim 12 proves to be advantageous, since at relatively low temperatures the fibers or threads do not change their basic structure yet, so that thermal compression or adhesion of the threads in the heated state can be achieved, while maintaining those achieved under pressure Shaping until the fibers or threads cool below the freezing point, the shape produced under pressure can also be retained in the cooled state.
  • a high tear-out strength and resilience of the fleece or the fiber layer is achieved by the configuration of the fibers or threads according to patent claims 13 to 15.
  • a good symbiosis between the weight and the strength properties of the fiber layer can be achieved by the training according to claim 16 and / or 17.
  • the design of the fleece according to claim 18 enables its use as a soft layer.
  • the formation of the fleece according to claim 19 is advantageous since the thermal embossing enables an extremely strong connection to adjacent layers.
  • a high resistance of the fleece and a consolidation of its surface zones is achieved by the training according to claim 20.
  • the elastic properties of the fiber layer can be advantageously influenced by the design according to claim 21, since the strength in the direction of the support body, for example from fiber layer to fiber layer, can be selected to increase, so that an increasing resistance builds up when the seat is lowered, which is not perceived as unpleasant.
  • a consolidation of the nonwoven is favored by the design according to claim 22, since a higher pull-out strength of the fiber layer is achieved in the area of the surface provided for connection with other components of the seat.
  • An embodiment according to claim 23 is also favorable here, since the thermal compression also stiffens the fibers and threads and thus has a high pull-out strength.
  • the density of a middle layer according to the invention can be kept low by the development according to claim 24, since an additional adhesive layer for connecting the intermediate layer with the fibers or threads of the fiber layer of the nonwoven can be saved.
  • a disadvantageous influencing, in particular wear of the support body or cover material or puncturing into these two components is prevented by arranging the intermediate layers according to claim 25.
  • a high pull-out strength of a connection of the intermediate layer with the fleece is achieved by the development according to claim 26.
  • An embodiment according to patent claim 27 is also advantageous, since in the case of pump loads, a load distribution over the intermediate layer is achieved by utilizing the elastic properties of the nonwoven over a larger surface area.
  • the elastic properties of the middle layer of the cover fabric and in the direction of the support body can be advantageously influenced by the embodiment according to claim 28.
  • An embodiment variant according to claim 29 is also advantageous, since in conjunction with the carrier layers, a very high and permanent resistance is opposed to the penetration of flames.
  • a double seat 1 with two vehicle seats 2, 3 is shown.
  • Each vehicle seat 2, 3 consists of a cushion 4 for a backrest and a cushion 5 for a seat.
  • the upholstery 4 and 5 of the two vehicle seats 2 and 3 are constructed identically, but are mirror images. But they can also be used for a single seat or a multiple seat.
  • a vehicle seat 2 or 3 can also consist of a single or several cushions.
  • the cushions 4 and 5 are placed in a support frame, generally designated 6.
  • the support frame 6 can also have any shape other than that shown.
  • the cushion 5 for a seat is shown on a larger scale and partially in section.
  • the cushion 5 comprises a support body 7, which preferably consists of a cold molded foam and is produced in a shape corresponding to the desired external dimensions of the support body 7. It usually consists of an elastic, open-cell plastic foam 8. It is preferably formed in one piece.
  • the plastic foam 8 can, as indicated schematically by small lines in the area of hatching, with a powdered flame retardant 9, e.g. with melamine resin and / or aluminum hydroxide.
  • a spring core 10 can optionally be foamed into the support body 7, but this is not mandatory. Furthermore, for better ventilation of the support body or for heat and moisture removal from the area of a seat 11, recesses 12 or caverns can be provided, which extend from an underside 13 opposite the seat 11 to close to a surface 14 of the seat 11 facing Support body 7 extend.
  • an intermediate layer 15 for example a woven or knitted fabric, net or grid made of high temperature resistant fibers or threads 16 made of glass or plastic and / or metal and / or ceramic and / or graphite and / or coal , which is a mesh size between 0.5 and 8 mm, preferably 3 mm.
  • the adhesive 17 penetrates into the fiber layer 21 of a fleece 22 consisting of fibers or threads 19, 20 and thus creates an intensive non-positive connection between the support body 7 and the fiber layer 21. It is of course also possible, as is indicated schematically below, that the intermediate layer 15 is connected to the fibers or threads 19, 20 of the fiber layer 21 by needling.
  • the threads 20 can also be produced from a plurality of fibers 19, as is shown schematically in one of the threads 20 in FIG. 3.
  • These threads 20 can preferably be composed of filaments, as a result of which they have high resistance values and a correspondingly high surface roughness for good connection when knitting or needling, but are pliable or pliable and therefore only slight resilience occurs. As a result, an elastic overall body with an approximately uniform deformation behavior is achieved, which has a high conformability.
  • the fibers or threads 19, 20 of the fiber layer 21 can predominantly be made of natural material, e.g. Wool or cotton. On the other hand, it is also possible to use only fibers or threads 19, 20 made of plastic or to mix fibers or threads 19, 20 made of plastic and natural materials as desired. If the fibers and threads consist of natural materials, they can be made of cotton, sheep's wool, flax or the like, whereas the fibers or threads 19, 20 of plastic made of polypropylene and / or polyethylene and / or polyacrylate, but also for example of polybenzimidazole and / or aramids consist or are formed from filaments.
  • the proportion of fibers or threads 19, 20 made of plastic materials is preferably between 5% and 20%, preferably 10%.
  • the fibers or threads 19, 20 of the fiber layer are to be consolidated, for example by thermal cracking or thermal bonding, it is advantageous if these fibers or threads 19, 20 consist of thermoplastics.
  • thermoplastics most likely have a plasticization or softening point between 100 and 150 ° C., preferably between 100 and 120 ° C., which favors a thermal connection of the fibers or threads 19, 20 or a thermal consolidation of the fleece 22.
  • fibers or threads 19, 20 for the fiber layer 21, which are made of polyamides.
  • fibers or threads 19, 20 of the fiber layer 21 it is also recommended, especially if they consist of polypropylene or aramid or polyamide, that they have a titer, that is to say a weight / length ratio of 2 to 8 dtex, preferably 3.5 dtex exhibit.
  • the fiber layer 21 is produced in that the individual fibers or threads 19, 20 adhere to one another only by needling or felting and in some specific cases by thermal bonding, that is to say by the simultaneous action of pressure and temperature, or in which the fleece Keep 22 forming, loose mat, it is also important to achieve a high tensile and tear strength, especially with a low density of such a fleece, to use the correct length of the fibers or threads 19, 20 for the production of the fiber layer 21 , a length of 40 to 80 mm has proven to be advantageous.
  • the fibers or threads 19, 20 e.g. of cotton, sheep's wool, flax or of polyamide, polyester, PVC, PP, PE or nylon or aramids and the like.
  • a carrier layer serving as a conveyor belt.
  • this tangled layer of fibers or threads 19, 20 is needled or felted by means of mostly hook-shaped needles, so as to form a coherent, interconnected body. This connection is independent of whether the carrier layer is connected to the fiber layer via the fibers and threads 19, 20 or whether the carrier belt is an endlessly rotating machine part.
  • a square meter weight of the fiber layer of the nonwoven can have a thickness between 3 and 30 mm, preferably of approximately 5 mm, between 60 and 390 g / m 2 , preferably 70 g / m 2 .
  • Another advantage of producing such a fleece, in addition to the low density or basis weight, especially when used in vehicles and airplanes, is that it is connected to a support layer 23 arranged to reinforce the same, in particular in the surface areas, without additional layers and thus without additional weight can be.
  • This fiber layer 21 is further formed by needling or also by thermal compression as a fleece 22 and at the same time is motionally connected to a carrier layer 23, which also consists, for example, of a net or grid or knitted fabric or the like made of plastic, for example polyamide or polyester.
  • a carrier layer 23 which also consists, for example, of a net or grid or knitted fabric or the like made of plastic, for example polyamide or polyester.
  • it has threads 24, which e.g. 100% polyester are formed and a diameter 25 of e.g. 0.5 mm.
  • Such a network which can form the carrier layer 23, can for example have a weight between 50 to 90 g / m 2 , preferably 70 g / m 2 .
  • this network has a machine density of 12 openings / dm.
  • the carrier layer should withstand a tensile force of approximately 200 to 500 N and the tear strength of the carrier layer should be between 240 and 500 N / cm, preferably 240 to 280 N / cm.
  • the fibers or threads of the carrier layer 23 can also be made of filaments such as e.g. Glass filaments can be formed, it also being possible for at least individual filaments to consist of preoxidized polyacrylate, aramid or polydenzimidazole.
  • the support layer 23 is flexible or limp and has the lowest possible springback value. This prevents the carrier layer 23, which reinforces the fleece 22 according to the invention, from affecting the seating comfort or from rubbing or destroying a cover fabric 26 in the kink region between the horizontal and vertical surfaces of the upholstery 5 of the vehicle seat 2, 3.
  • the cover fabric 26 forming the seat 11 then lies on this support layer 23 forming a surface 27 of the fleece 22 and in many cases only covers the composite consisting of the support body 7, intermediate layer 15, middle layer 18 and support layer 23 and on this, e.g. about Velcro 28 - Fig. 2 -, attached.
  • a cover fabric 26 which is connected via a connecting layer 29, e.g. an adhesive or an intermediate layer is connected to a support surface 31 of the plastic foam 8 of the support body 7 with the interposition of a further intermediate layer 30. It is advantageous in this construction that higher support forces of the cushion 5 can be transmitted to a support frame 6 for the cushion 5 via such a composite, without the fire safety and the service life of the cushion 5 suffering.
  • the intermediate layer 30 can be constructed, for example, identically to the intermediate layer 15, but it is also possible that differently designed intermediate layers 15 and 30 are used in accordance with the different regulations.
  • the resilience of the underside 13 of the cushion 5 is increased by the elimination of the fleece 22, without the seating comfort being impaired, since the entire cross-section of the cushion for the passage of the penetrating body heat or body moisture for the seat surface 11 of the cushion 5 5 is available and the removal of body heat and body moisture is no longer hindered by a bottom 13 designed in this way.
  • the fleece 22 has, in addition to the carrier layer 23, which is connected to the fiber layer 21 by the needling process, a further carrier layer, which in the present case is formed by the intermediate layer 15.
  • This intermediate layer 15, which is designed as a mesh, grid, knitted fabric or woven fabric, can, like the carrier layer 23, in the course of needling and knitting of the individual fibers or threads 19, 20 are connected to the fleece 22, so that a fleece 22 solidified on both surfaces by the intermediate layer 15 and the carrier layer 23 is produced.
  • Such a fleece 22 can have a total weight of between 220 and 400 g / m 2 , for example, if the carrier layer 23 has a weight of 70 g / m 2, the fiber layer 21 is approximately 60 to 250 g / m 2 and the intermediate layer 15 is approximately 80 up to 185 g / m 2 , preferably 120 g / m 2 .
  • a fleece 22 constructed in this way with the corresponding basis weights can also be used with a correspondingly high elasticity and sufficient tear resistance for the area of use, in particular as a cover layer beneath a cover fabric 26 for a cushion 5 for an aircraft seat.
  • nonwovens 22 formed from fibers or threads with the carrier layers assigned to them are that they can be cleaned much more easily by appropriate washing processes than, for example, open-cell plastic foams, since the continuous wetting, in particular with cleaning agents, is considerably improved by the fiber structure and so that the dirt can be washed out more easily.
  • FIG. 4 shows an embodiment variant for the formation of a middle layer 18 between the cover fabric 26 and the support body 7, in which a fiber layer 21 is applied to a carrier layer 23.
  • the intermediate layer 15 which can be designed in accordance with the embodiment variants described in detail with reference to FIGS. 2 and 3, can now be incorporated into this fiber layer 21 and anchored in the fleece 22.
  • first a fiber layer 21 is only applied to the carrier layer 23 and that the intermediate layer 15 is then connected to the fiber layer 21 to form a middle layer 18 while applying a further fiber layer 32.
  • the fibers 19 and threads 20 used for the production of the fiber layers 21 and 32 can be explained in great detail, just as with the aid of FIGS. 2 and 3, and selected differently according to the conditions of use.
  • FIG.5 Another tough middle layer for use, especially for the Use between the cover fabric 26 and the support body 7 in aircraft seats is shown in Fig.5.
  • This middle layer 18 can, for example, be multi-layered in that either the carrier layer 23 is simultaneously connected to the intermediate layer 15 via the fibers or threads 19, 20 during the production of the fiber layer 21.
  • a further fiber layer 32 can then, for example, take place on the intermediate layer 15, optionally simultaneously with the incorporation of a further carrier layer 33.
  • the advantage of the arrangement of carrier layers 23 or 33 or the intermediate layer 15 as the carrier layer is that the surface of the fleece 22 is strengthened and thus the connection conditions or the non-positive connection of the middle layer 18, in particular with the support body 7, is improved. This means above all a better pull-out strength or positioning on the support body 7.
  • connection points are attached to the support body 7 if, as is preferred between the middle layer 18 and the support body 7, only at points, in order to enable better heat exchange and air exchange in the direction perpendicular to the seat surface 11.
  • FIG. 6 Another embodiment variant of a middle layer 18 designed according to the invention is shown in FIG. 6.
  • a fiber layer 21 is bordered on both sides by carrier layers 23 and 33.
  • the carrier layers 23 and 33 are advantageously connected to the fiber layer 21 during forfeiture and matting, in particular during needling or thermal embossing or pressing of the middle layer 18.
  • connection with the support body 7 then takes place with the interposition of the intermediate layer 15 via a connecting layer 29, for example a continuous adhesive layer or a lamination layer made of soft plastic foam such as, for example, polyether or polyester foam with predominantly open cells.
  • a connecting layer 29 for example a continuous adhesive layer or a lamination layer made of soft plastic foam such as, for example, polyether or polyester foam with predominantly open cells.
  • an adhesive layer care must be taken that the adhesive of the connecting layer 29 has a sufficient degree of air permeability or water vapor diffusion.
  • the connection between the middle layer 18 and the support body 7 is distributed over the surface at certain points to produce arranged connection layers 29.
  • FIG. 1 A further embodiment variant for a fleece 22 according to the invention for forming the middle layer 18 is shown in FIG.
  • the fleece in turn consists of a fiber layer 21 with which the two carrier layers 23 and 33 are fastened by the needling process or by thermal pressing or embossing.
  • the intermediate layer 15 is sewn onto the carrier layer 33 by means of schematically indicated threads 34, 35.
  • These threads 34, 35 can be formed from natural or synthetic materials, in particular also from high-temperature-resistant fibers, composed of threads.
  • connection via these threads 34, 35 takes place simultaneously with the production of the fiber layer 21 of the fleece 22 by knitting and compacting.
  • the support body 7 consists of a plastic foam with a uniform density. 15 to 80 kg / m 3 are advantageous as a density for this plastic foam.
  • a support device for example the spring core 10 shown in FIG. 3, in the region of the more stressed zones.
  • a top surface 36 of the spring core 10 is spaced from the surface 14 of the support body 7, preferably at a distance between 5 and 70 mm, since this results in a uniform distribution of the load acting on the seat surface 11 over the entire cushion 5 on the one hand is achieved and on the other hand an overstressing of the plastic, in particular the plastic foam 8 of the support body 7 in the area of the spring core 10 is prevented.
  • a height of the spring core foamed in the support body 7 is less than a thickness of the spring core in the unloaded state.
  • the middle layer 18 and the intermediate layer 15 extend not only over the seat surface 11, but also over side surfaces 37 or a rear surface 38 of the cushion 5.
  • the intermediate and / or the Middle layer also cover entrance openings to the recesses 12.
  • the connecting device formed by a Velcro strip 28 is arranged between the fleece 22 or the carrier layer 23 or 33 and the cover fabric 26. While part of the Velcro tape, for example on the carrier layer 23 or 33 or the fleece 22, is glued, the other part of the Velcro tape is sewn, for example on the cover fabric 26.
  • the connecting devices thereof can additionally be connected to the middle layer 18 and / or the intermediate layer 15 via threads and / or fibers.
  • the cushions 4 for the backrest of the vehicle seats 2 and 3 also have a fleece 22 according to the invention or a middle layer 18 at least in the region of a support surface 39 facing a body of the user and in the region of the side surface 40 can be equipped.
  • the construction of the middle layer 18 or of the fleece 22 can take place according to any of the design variants shown in FIGS. 2 to 7 and is independent of whether the intermediate layer 15 in a central region of the fiber layer consists of fibers or threads of the fleece 22 or in a surface area of the fleece 22 opposite the carrier layer 23 is arranged as a carrier layer.
  • the middle layer 18 or the fleece 22 or the fiber layer 21 can be thermally bonded or thermally compressed or embossed in one or both opposite surface regions, of which at least one is assigned a carrier layer 23 or 33 . It is also advantageous in order to increase the tear strength or the tear-out or peel strength to bind or forfeit the fiber layer 21, 32 closest to one of the two surfaces. In these surface areas it can also be advantageous to thermally compress the fiber layer 21 or 32 to a higher density or surface weight. So can it has proven to be advantageous to compact to a basis weight of between 300 or 500 g / m 2 .

Claims (45)

  1. Siège de véhicule, notamment pour des avions, avec un rembourrage en mousse de matière synthétique avec un corps de support (7) en une mousse de matière synthétique élastique à alvéoles ouverts d'un premier poids spécifique, et avec une couche centrale (18) d'un deuxième poids spécifique différent du premier, et avec un tissu de recouvrement (26) qui sont reliés les uns avec les autres, qui sont notamment reliés par collage par endroit, et le cas échéant avec une couche intermédiaire (15, 30) disposée entre le corps de support et le tissu de revêtement, résistant aux flammes, réalisée à partir de fibres ou fils posés suivant une grille ou un filet, résistant à des températures élevées, caractérisé en ce que la couche centrale (18) est formée par une nappe (22) en au moins une couche de fibres (21, 32) en fibres et, respectivement fils (19, 20) aiguilletés ou liés thermiquement en matières synthétiques et/ou naturelles qui sont de préférence aiguilletés sur une couche de support (23, 33).
  2. Siège de véhicule selon la revendication 1, caractérisé en ce que la couche de support (23, 33) est formée par une grille ou un filet en fibres et, respectivement, fils (24) en polyester, et/ou a un poids de 50 à 90 g/m2, de préférence de 70 g/m2.
  3. Siège de véhicule selon la revendication 1, caractérisé en ce qu'une couche de support (23, 33) est formée par un tissu et, respectivement tricot en fibres et, respectivement fils (24) en matière synthétique, notamment en un polyacrylate oxydé préalablement et/ou un polyamide, des filaments de verre et/ou des matières naturelles.
  4. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 3, caractérisé en ce que la couche de support (23, 33) est réalisée sous forme de filet, et que les fils et, respectivement fibres du filet sont en polyester et ont une épaisseur de 0,5 mm.
  5. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 4, caractérisé en ce que le filet ou la grille formant la couche de support (23, 33) a une densité des mailles de 12 ouvertures/dm.
  6. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 5, caractérisé en ce que le filet de la couche de support (23, 33) a une extension longitudinale et transversale comprise entre 30 et 50 %, de préférence entre 34 et 44 %.
  7. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 6, caractérisé en ce que le filet constituant la couche de support (23, 33) résiste à une force de traction maximale longitudinale et/ou transversale comprise entre 200 et 500 N.
  8. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 7, caractérisé en ce que la solidité à la déchirure du filet constituant la couche de support (23, 33), dans le sens tranversal et longitudinal, est comprise entre 240 et 280 N/cm.
  9. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 8, caractérisé en ce que la couche de fibres (21, 32) est constituée majoritairement de fibres et, respectivement fils (19, 20) en matière naturelle, par exemple en laine ou en coton qui est mélangée de préférence avec une part comprise entre 5 et 20 %, de préférence 10 %, de fibres, et respectivement fils (19, 20) en polypropylène et, respectivement polyétylène ou polyacrylate.
  10. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 9, caractérisé en ce que la couche de fibres (21, 32) est constituée majoritairement de fibres et, respectivement fils (19, 20) en matière synthétique, par exemple en polypropylène et/ou polyétylène et/ou polyacrylate et/ou polybenzimidazole, et en ce qu'au moins une part de ces fibres et, respectivement fils (19, 20) a une température de fusion supérieure à 1000°C.
  11. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 10, caractérisé en ce qu'une partie des fibres et, respectivement fils (19, 20) de la couche de fibres (21, 32) est réalisée en matière synthétique, et que celle-ci est constituée de matières thermoplastiques.
  12. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 11, caractérisé en ce que les fibres et, respectivement fils (19, 20) de la couche de fibres (21, 32) comportent des matières synthétiques avec un point de plastification et, respectivement ramollissement compris entre 100 et 150°C, de préférence entre 100 et 120°C.
  13. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 12, caractérisé en ce que les fibres et, respectivement fils (19, 20) de la couche de fibres (21, 32), notamment en polypropylène ou aramide ou polyamide, ont une longueur de 40 - 80 mm.
  14. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 13, caractérisé en ce que les fibres et, respectivement fils (19, 20) de la couche de fibres (21, 32), notamment en polypropylène ou aramide ou polyamide, sont fabriqués à partir de filaments.
  15. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 14, caractérisé en ce que les fibres et, respectivement fils (19, 20) de la couche de fibres (21, 32), notamment en polypropylène ou aramide ou polyamide, ont un titre compris entre 2 et 8 dtex, de préférence 3,5 dtex.
  16. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 15, caractérisé en ce qu'un poids de la couche de fibres (21, 32) de la nappe (22) est compris entre 60 et 390 g/m2, et il est de préférence de 70 g/m2.
  17. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 16, caractérisé en ce qu'un poids spécifique de la couche de fibres (21, 32) de la nappe (22) est compris entre 10 et 80 kg/m3.
  18. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 17, caractérisé en ce qu'une épaisseur de la nappe (22) est comprise entre 3 et 30 mm, et qu'elle est de préférence de 5 mm.
  19. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 18, caractérisé en ce qu'au moins l'une des deux surfaces de la couche de fibres (21, 32) et, respectivement de la nappe (22) est gaufrée thermiquement.
  20. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 19, caractérisé en ce que les fibres et, respectivement fils (19, 20) de la couche de fibres (21, 32) de la nappe (22) sont assemblés par aiguilletage avec la couche de support (23, 33).
  21. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 20, caractérisé en ce que plusieurs couches de fibres (21, 32) sont disposées les unes sur les autres, le cas échéant en intercalant des couches de support (23, 33).
  22. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 21, caractérisé en ce qu'au moins une couche de fibres (21, 32) avoisinant l'une des deux surfaces est liée plus fortement qu'une ou toutes les couches de fibres (21, 32) situées entre celles-ci.
  23. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 22, caractérisé en ce que la nappe (22) est comprimée thermiquement à un grammage compris entre 300 et 500 g/m2.
  24. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 23, caractérisé en ce que la couche intermédiaire (15, 30) est reliée aux fibres et/ou fils (19, 20) de la couche de fibres (21, 32) de la nappe (22) par une opération d'aiguilletage et/ou que la couche intermédiaire (15, 30) est disposée dans une zone de surface de la nappe (22) opposée à la couche de support (23, 33).
  25. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 24, caractérisé en ce que la couche intermédiaire (15, 30) est disposée dans une zone centrale de la couche en fibres et, respectivement fils (19, 20) de la nappe (22) par aiguilletage ou par liaison thermique.
  26. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 25, caractérisé en ce que la couche intermédiaire (15, 30) est disposée entre deux couches en fibres et, respectivement fils (19, 20) aiguilletés ou liés thermiquement de la nappe (22).
  27. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 26, caractérisé en ce que la couche intermédiaire (15, 30) est disposée entre deux couches de support (23, 33) délimitant la nappe (22) dans les deux zones de surface opposées.
  28. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 27, caractérisé en ce que la couche intermédiaire (15, 30) est disposée entre deux couches de support (23, 33) qui sont reliées au côté éloigné de la couche intermédiaire (15, 30) respectivement par aiguilletage ou par liaison thermique avec une couche de fibres (21, 32) en fibres et, respectivement fils (19, 20) d'une nappe (22), et en ce que de préférence sur la surface éloignée de la couche intermédiaire (15, 30), une couche de support supplémentaire (23, 33) est reliée à la couche de fibres (21, 32) de la nappe (22).
  29. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 28, caractérisé en ce que la couche intermédiaire (15, 30) est constituée d'un filet ou grille ou tissu ou tricot ou analogue en fils (16) et/ou fibres en verre et/ou métal et/ou céramique et/ou carbone.
  30. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 29, caractérisé en ce qu'une largeur de mailles de la grille et, respectivement du filet ou du tricot de la couche intermédiaire (15, 30) est comprise entre environ 0,5 à 8 mm, et qu'elle est de préférence de 3 mm.
  31. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 30, caractérisé en ce que la couche intermédiaire (15, 30) a un poids compris entre environ 80 - 185 g/m2, et que celui est de préférence de 120 g/m2.
  32. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 31, caractérisé en ce que la couche intermédiaire (15, 30) est reliée dans des zones réparties sur la surface et espacées les unes des autres au corps de support (7) et à la couche centrale (18).
  33. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 32, caractérisé en ce que le tissu de revêtement (26) est contre-collé sur la couche centrale (18) et que de préférence une couche de liaison (29), par exemple une couche en mousse de polyéther ou de polyester, disposée entre le tissu de revêtement (26) et la couche centrale (18), est assemblée par collage avec celui-ci.
  34. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 33, caractérisé en ce que le corps de support (7) est constitué d'une mousse de matière synthétique (8) d'un poids spécifique uniforme.
  35. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 34, caractérisé en ce que le poids spécifique de la mousse de matière synthétique (8) est environ compris entre 15 - 80 kg/m3.
  36. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 35, caractérisé en ce qu'il est introduit par moussage dans le corps de support (7) au voisinage de la zone plus fortement sollicitée un dispositif d'appui, notamment un noyau hélicoïdal (10) par exemple en fil métallique.
  37. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 36, caractérisé en ce qu'une surface de recouvrement (36) du noyau hélicoïdal est disposée à une certaine distance d'une surface (14, 27) du corps de support (7), notamment à une distance comprise entre 5 et 70 mm.
  38. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 37, caractérisé en ce qu'une hauteur du noyau hélicoïdal (10) introduit par moussage dans le corps de support (7) est plus petite qu'une épaisseur du noyau hélicoïdal (10) à l'état non chargé.
  39. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 38, caractérisé en ce que des évidements (12) sont ménagés au voisinage du corps de support (7) et s'étendant perpendiculairement à une face latérale et/ou surface du rembourrage de siège et/ou du rembourrage dorsal.
  40. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 39, caractérisé en ce que la couche intermédiaire et/ou centrale (15, 30; 18) recouvre une ouverture d'entrée des évidements (12) au voisinage de la face latérale et/ou arrière (38) du corps de support (7).
  41. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 40, caractérisé en ce qu'un dispositif de liaison est disposé entre la nappe (22) et, respectivement la couche de support (23, 33) et le tissu de revêtement (26).
  42. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 41, caractérisé en ce que le dispositif de liaison est relié dans des zones réparties sur sa surface et espacées les unes des autres à la couche intermédiaire (15, 30).
  43. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 42, caractérisé en ce qu'une couche de liaison (29) est formée entre la couche centrale (18) et le corps de support (7) par une couche de coller et, respectivement une couche de contre-collage répartie notamment ponctuellement sur la surface.
  44. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 43, caractérisé en ce que le dispositif de liaison destiné à retenir le tissu de revêtement (26) et relié par des fils (20; 34, 35) et/ou fibres (19) à la couche centrale (18) et/ou la couche intermédiaire (15, 30), qui traversent la couche de protection contre les flammes.
  45. Siège de véhicule selon l'une ou plusieurs des revendications 1 à 44, caractérisé en ce que le dispositif de liaison est formé par une bande à chardons (28) ou une bande de support pour une fermeture éclair.
EP94100829A 1993-02-05 1994-01-21 Siège de véhicule, notamment pour un avion Revoked EP0609715B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT205/93 1993-02-05
AT0020593A ATA20593A (de) 1993-02-05 1993-02-05 Fahrzeugsitz, insbesondere für flugzeuge

Publications (2)

Publication Number Publication Date
EP0609715A1 EP0609715A1 (fr) 1994-08-10
EP0609715B1 true EP0609715B1 (fr) 1996-12-18

Family

ID=3484274

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94100829A Revoked EP0609715B1 (fr) 1993-02-05 1994-01-21 Siège de véhicule, notamment pour un avion

Country Status (6)

Country Link
US (1) US5669799A (fr)
EP (1) EP0609715B1 (fr)
JP (1) JPH06269332A (fr)
AT (2) ATA20593A (fr)
DE (2) DE59401288D1 (fr)
IT (1) IT1269501B (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017144662A1 (fr) 2016-02-26 2017-08-31 Greiner Aerospace Gmbh Coussin de siège pour un siège de véhicule, en particulier un siège d'avion
US11584105B2 (en) 2017-03-29 2023-02-21 Neveon Austria Gmbh Flame protection fabric for vehicle seats, in particular for aircraft seats

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EP0801162A1 (fr) * 1996-03-22 1997-10-15 Fabricas Lucia Antonio Betere S.A. (Flabesa) Procédé pour la personalisation de la dureté, la résistance et la durabilité de supports ou sièges, les supports et sièges ainsi fabriqués et machine pour leur fabrication
ES2140256B1 (es) * 1996-03-22 2000-09-01 Betere Fab Lucia Antonio Procedimiento de personalizacion de la dureza, resistencia y durabilidad de estructuras de apoyo o asiento y estructura de apoyo o asiento asi obtenida.
TW455538B (en) * 1996-09-04 2001-09-21 Sumitomo Bakelite Co Flame-retardant or incombustible decorative laminated sheet
FR2766071B1 (fr) * 1997-07-21 1999-10-08 Duflot Ind Procede de fabrication d'un materiau composite pour la protection anti-vandalisme, notamment pour sieges, et materiau composite obtenu
DE69925846T2 (de) * 1998-09-14 2006-05-11 Cerex Advanced Fabrics, Inc., Pensacola Vliessstoffe
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US6535623B1 (en) * 1999-04-15 2003-03-18 Allen Robert Tannenbaum Curvature based system for the segmentation and analysis of cardiac magnetic resonance images
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WO2002091881A1 (fr) * 2001-05-16 2002-11-21 Delta Tooling Co., Ltd. Siege
CA2581738C (fr) 2001-08-09 2009-04-14 Virgin Atlantic Airways Limited Systeme de sieges et unite d'accueil de passagers pour vehicule
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US7585030B2 (en) * 2006-07-20 2009-09-08 Galbreath Ashford A Environmentally friendly layered seating assembly
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Publication number Priority date Publication date Assignee Title
WO2017144662A1 (fr) 2016-02-26 2017-08-31 Greiner Aerospace Gmbh Coussin de siège pour un siège de véhicule, en particulier un siège d'avion
US11584105B2 (en) 2017-03-29 2023-02-21 Neveon Austria Gmbh Flame protection fabric for vehicle seats, in particular for aircraft seats

Also Published As

Publication number Publication date
ATA20593A (de) 1998-08-15
DE4402381A1 (de) 1994-08-11
ATE146342T1 (de) 1997-01-15
ITMI940190A1 (it) 1995-08-03
ITMI940190A0 (it) 1994-02-03
IT1269501B (it) 1997-04-01
JPH06269332A (ja) 1994-09-27
US5669799A (en) 1997-09-23
DE59401288D1 (de) 1997-01-30
EP0609715A1 (fr) 1994-08-10

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