EP2504235A2

EP2504235A2 - Aircraft seat assembly for aircraft passengers having restricted mobility

Info

Publication number: EP2504235A2
Application number: EP10788243A
Authority: EP
Inventors: Anja Kunze; Florian Schmidt; Oliver Doebertin; Gordon Konieczny; Uwe Schneider
Original assignee: Airbus Operations GmbH
Current assignee: Airbus Operations GmbH
Priority date: 2009-11-27
Filing date: 2010-11-26
Publication date: 2012-10-03
Also published as: WO2011063978A3; WO2011063978A8; WO2011063978A9; US20120292953A1; US9180969B2; DE102009056188A1; WO2011063978A2

Abstract

The invention relates to an aircraft seat assembly (10) for aircraft passengers having restricted mobility comprising a seat base assembly (14) that can be mounted in an aircraft cabin (12) and comprises a first carrier device (22) and a first fastening means (58) for detachably fastening a seat (18) to the first carrier device (22). The aircraft seat assembly (10) further comprises a wheelchair sub-frame (70) which comprises a plurality of wheels (82), a second carrier device (72) and a second fastening means (90) for detachably fastening the seat (18) to the second carrier device (72). The dimensions of the wheelchair sub-frame (70) are matched to the dimensions of gangways provided in the aircraft cabin (12). Finally, the aircraft seat assembly (10) comprises a seat (18) which comprises a fastening means (60) that is complementary to the first fastening means (58) of the seat base assembly (14) and to the second fastening means (90) of the wheelchair sub-frame (70), so that the seat (18) can be detachably fastened both to the seat base assembly (14) and to the wheelchair sub-frame (70).

Description

Aircraft seat arrangement for aircraft passengers with reduced mobility

The invention relates to an aircraft seat arrangement for aircraft passengers with limited mobility.

For persons with mobility impairments who use a wheelchair to travel, traveling in modern commercial aircraft is fraught with a variety of inconveniences. At some airports, it is not possible for a wheelchair-dependent person to pass security checks using their own wheelchair. Rather, the wheelchair-dependent person has to translate into an all-plastic wheelchair specially developed for use at the airport, which does not trigger an alarm when passing through the metal detectors of the security controls. At the latest on reaching the pier, however, the wheelchair-dependent person must leave his or her own wheelchair at airports which permit the passing of security checks with his own wheelchair, since the passageways in an aircraft cabin are not sufficiently wide for a standard wheelchair. The

wheelchair-dependent person has to convert into an aircraft wheelchair whose width adapted to the aisle width of the aircraft cabin.

With the aid of the aircraft wheelchair, the wheelchair dependent person is usually brought by assistants of the airport assistance service in the aircraft cabin, where it, if necessary, the aircraft wheelchair with the wheelchair dependent person, if the aircraft is not directly parked at the airport building and accessible via a passenger bridge, if necessary to bring a staircase into the plane. This means that the aircraft wheelchair with the wheelchair-dependent person either carried up the stairs or by means of a hoist must be carried up the stairs. In the aircraft cabin, the wheelchair-dependent person is finally driven to their row of seats and lifted to their seat. It is understood that getting the wheelchair-dependent person out of the aircraft requires corresponding steps in the reverse order.

The seat allocation for physically handicapped aircraft passengers takes place taking into account safety rules regarding a possible evacuation of the aircraft. Aircraft seats to be occupied by passengers with mobility restrictions have fold-up armrests and are marked with special symbols. Furthermore, these aircraft seats must be at the window in order to lends to ensure smooth evacuation of the aircraft. For the rest, aircraft seats to be occupied by passengers with mobility restrictions, however, correspond to conventional aircraft seats.

For both low-mobility aircraft passengers and airport and airline service personnel, the current practice described above poses a variety of problems and disadvantages. For the wheelchair-dependent aircraft passenger, the frequent transpositions from their own wheelchair to the airport wheelchair, from the airport wheelchair to the airplane wheelchair, and finally from the aircraft wheelchair to those at the window, i. at the end facing away from the passage of a seat row of aircraft seat uncomfortable and connected with frequent, possibly perceived as an intrusion into the private sphere body contacts with strangers. On the other hand, service personnel are exposed to a high level of physical and mental stress when caring for a wheelchair-dependent aircraft passenger. Furthermore, there is a risk of injury not negligible in particular for the transport of a wheelchair-dependent person via a staircase both for the wheelchair-dependent person and for the caregiver. Further disadvantages are an extension of the total entry and exit times due to the presence of a wheelchair dependent person among the aircraft passengers and the need to carry an aircraft wheelchair on board the aircraft, which results in an increase in weight and additional space required for storage of the aircraft wheelchair during the flight. Finally, an aircraft passenger with limited mobility can leave his seated seat at the window during the flight in a very complex manner with manual assistance of the service personnel on board the aircraft.

It is an object of the present invention to provide an aircraft seat assembly which allows increased comfort for aircraft passengers with reduced mobility and a reduction in the physical and psychological burden of caring for passengers with reduced mobility for the airport and airline service personnel.

This object is achieved by an aircraft seat assembly having the features of patent claim 1.

An aircraft seat assembly according to the invention for aircraft passengers with reduced mobility turned ^¬ comprises a mountable in an aircraft cabin seat base assembly. The seat base assembly is provided with a first support device and a first fastening means for releasably securing a seat on the first support device provided. For example, to facilitate assembly of the seat base assembly in an aircraft cabin, the seat base assembly may include at least one pedestal which is preferably adapted to cooperate with a mounting rail provided in a floor of the aircraft cabin to fix the pedestal and thus the seat base assembly to the floor of the aircraft cabin.

The seat base assembly of the aircraft seat assembly according to the invention may be in the form of a separate, only the aircraft seat assembly according to the invention associated unit. Alternatively, however, the seat base assembly may also be part of an aircraft seat extending over, for example, an aircraft seat row. The seat base assembly may further be provided with an armrest or two armrests, the armrest (s) preferably being pivotable about an axis such that the armrest (s) are pivotable between a folded up and a folded down position. The first support device of the seat base assembly may be formed, for example, substantially plate-shaped. Alternatively, the first carrier device may also comprise one or more carrier struts, wherein a plurality of carrier struts may, for example, be arranged substantially parallel to one another. The support strut (s) may extend substantially perpendicular to a longitudinal axis of the aircraft cabin and form, for example, the first attachment device. Preferably, in the aircraft cabin mounted state of the seat base assembly, the first carrier device extends substantially parallel to the floor of the aircraft cabin.

The aircraft seat assembly according to the invention preferably further comprises a wheelchair substructure comprising a plurality of wheels, a second support means and a second attachment means for releasably securing a seat to the second support means. The dimensions of the wheelchair substructure are adapted to the dimensions of provided in the aircraft cabin passages, that is, the wheelchair support structure is dimensioned such that the rolling ^¬ chair substructure can be driven with a fixed thereon seat through provided in the aircraft cabin passages.

The wheelchair substructure is preferably carried out as light as possible and may for example consist of plastic or a light metal, such as aluminum. A particularly lightweight design of the wheelchair substructure is possible if the second support device of the wheelchair substructure is formed by frame members, which in turn consist of a plurality of struts are formed. For example, the second support device of the wheelchair substructure may comprise a first frame element, a second frame element opposite the first frame element and at least one connecting strut interconnecting the two frame elements. The frame elements can in turn be formed, for example, by X-shaped crossing struts. Alternatively, a second carrier device is conceivable, which only comprises a support column carrying the second fastening device. The second fastening device of the wheelchair substructure may, for example, comprise a rotatable adapter plate mounted on the second carrier device.

Finally, the aircraft seat assembly according to the invention comprises a seat comprising a complementary to the first fastening means of the seat base assembly and the second fastening means of the wheelchair substructure fastening means, so that the seat is releasably secured both on the seat base assembly and on the wheelchair substructure. The fastening device of the seat can be designed in several parts, so that a first part can cooperate with the first fastening device of the seat base assembly and a second part with the second fastening device of the wheelchair substructure. For example, a first part of the attachment means of the seat may be provided for cooperation with a seat support assembly comprising two support struts and a second part of the seat attachment means for cooperating with a second attachment means of the wheelchair substructure comprising a rotatable adapter plate. The first part of the fastening means of the seat may then comprise, for example, two bearing elements which engage around the two support struts when the seat is mounted on the seat base assembly. By contrast, the second part of the fastening device of the seat can have a holding plate which can be grasped by the adapter plate.

Alternatively, however, the first attachment means of the seat base assembly and the second attachment means of the wheelchair substructure may be similarly configured so that the same attachment means of the seat attachment means selectively cooperate with the first attachment means of the seat base assembly or the second attachment means of the wheelchair substructure can. Such a configuration of the fastening means of the seat base assembly, the wheelchair substructure and the seat allows a particularly simple and lightweight design in particular of the fastening means of the seat. In order to enable a wheelchair-dependent aircraft passenger to board an aircraft, the seat of the aircraft seat arrangement according to the invention can be fastened to the wheelchair substructure. The wheelchair-dependent passenger can then be placed immediately after his arrival at the airport on the seat mounted on the wheelchair substructure and taken by the service personnel of the airport through the security controls to the gate. Subsequently, the wheelchair-dependent passenger can be brought directly into the aircraft cabin, without it being necessary to implement the passenger in an aircraft wheelchair. In the aircraft cabin, the wheelchair dependent passenger is then brought to his row of seats and the wheelchair substructure with the seat mounted thereon positioned relative to the seat base assembly such that the seat can be detached from the wheelchair substructure, positioned on the seat base assembly, and finally releasably secured to the seat base assembly. Also for this step, it is not necessary that the wheelchair-dependent passenger leaves the seat.

The disembarkation of the wheelchair dependent person from the aircraft can be done accordingly, i. in a first step, the attachment of the seat to the seat base assembly is released and the seat is instead replaced with the corresponding one, i. For example, positioned and secured in front of the seat base assembly or under the first support device of the seat base assembly placed wheelchair substructure. The wheelchair-dependent aircraft passenger can then be driven through the aisles of the aircraft cabin and taken from the aircraft to the gate. In the airport building, the passenger can finally put himself back in his own wheelchair. It will be understood that the wheelchair substructure may also be used to carry the wheelchair dependent passenger from his seat to another location in the aircraft passenger cabin, for example the lavatories, during the flight.

The aircraft seat arrangement according to the invention makes it possible to limit the conversion processes required in the currently customary procedure to a minimum. In addition, it can be dispensed with to lift a wheelchair- ^dependent aircraft passenger from an aircraft wheelchair via a complete row of seats to its seat on the window. With the help of the invention

Aircraft seating arrangement can thus be made air travel for persons with Mobilitätsein ^¬ restrictions significantly more comfortable and enjoyable. In addition, the inventive aircraft seating arrangement, the physical and psychological stress, which suspended the service staff of the airport and the air companies ^¬ properties in the care of a wheelchair-dependent aircraft passenger is significantly reduced. Also, the risk of injury to the wheelchair-dependent aircraft passenger and service personnel can be reduced by reducing the number of conversion operations required. As a result, the aircraft seat assembly of the present invention can contribute to an image gain of an airline as a particularly suitable airline for the carriage of passengers with mobility limitations.

As a further advantage of the aircraft seat assembly according to the invention lower total arrival and Ausstiegszeiten and consequently a lower turnaround time of the aircraft at the gate and a lower weight of the entire system can be viewed as dispensed with a complete aircraft wheelchair and, instead, only taken the wheelchair substructure on board the aircraft must become. Finally, the wheelchair substructure has a smaller footprint than a complete aircraft wheelchair and can therefore be stowed during the flight easier in the aircraft passenger cabin.

In a first embodiment of the seat arrangement according to the invention, the seat base assembly comprises a first guide means, the wheelchair substructure a second guide means and the seat comprises a guide means complementary to the first guide means of the seat base assembly and the second guide means of the wheelchair substructure. The seat is thereby guided in a guided manner both relative to the seat base assembly and relative to the wheelchair substructure. The guide device of the seat can be designed in several parts, so that a first part of the guide device of the seat can interact with the first guide device of the seat base assembly and a second part of the guide device of the seat with the second guide device of the wheelchair construction. However, a structurally particularly simple and lightweight design of the Gesamtführungseinrichtungssystems is possible if the first guide means of the seat base assembly and the second guide means of the wheelchair substructure are formed so similar or identical that the guide means of the seat in the same manner with the first guide means of the seat base assembly and the second guide means of the wheelchair substructure can cooperate.

The first guide device of the seat base assembly may be arranged in the region of a portion of the first carrier device provided for receiving the seat. If the first support device is plate-shaped, the first guide device can, for example, be provided on a support for the seat Surface of the first support device be attached. In a similar manner, the second guide device of the wheelchair substructure can be arranged in the region of a section of the second carrier device provided for receiving the seat. For example, the second guide device of the wheelchair substructure can be formed on corresponding ones, the second carrier device

Support frame elements. The guide device of the seat is preferably mounted in the region of an underside, provided for cooperation with the seat base arrangement or the wheelchair substructure, of a seat surface of the seat.

The first guide means of the seat base assembly may comprise at least one rail member adapted to cooperate with a complementary rail member of the guide means of the seat to permit guided movement of the seat relative to the seat base assembly. Alternatively or additionally, the second guide means of the wheelchair substructure may also comprise at least one rail member adapted to cooperate with a complementary rail member of the guide means of the seat to permit guided movement of the seat relative to the seat base assembly of the wheelchair substructure.

The rail element of the first guide device of the seat base assembly and / or the rail element of the second guide device of the wheelchair substructure can be designed in the form of a receiving rail, in which the rail element the guide device of the seat can be slidably received. Alternatively or additionally, the guide means of the seat may be provided with a rail member formed in the form of a receiving rail shaped and dimensioned to slidably receive therein a correspondingly shaped complementary rail member of the first guide means of the seat base assembly and / or the second guide means of the wheelchair support structure can be.

In principle, the first guide device of the seat base assembly and / or the second guide device of the wheelchair substructure may comprise only one rail element which is adapted to cooperate with only one complementary rail element, the guide device of the seat. However, if desired or necessary, the first guide means of the seat base assembly and / or the second guide means of the wheelchair substructure as well as the guide means of the seat may also comprise a plurality of rail members. A particularly stable positioning and guidance of the seat on the Seat base assembly and / or the wheelchair substructure is possible if the first guide means of the seat base assembly and / or the second guide means of the wheelchair substructure comprises / comprises two rail elements extending substantially parallel to each other. The guide device of the seat is then preferably also provided with two rail elements arranged substantially parallel to one another and complementary to the rail elements of the first guide device of the seat base assembly and / or of the second guide device of the wheelchair substructure.

The rail elements of the first guide device of the seat base assembly and / or the second guide device of the wheelchair substructure preferably extend parallel to a seat surface of a seat mounted on the seat base assembly and more preferably substantially parallel to side edges of the seat surface of the seat. Likewise, the rail elements of the guide device of the seat preferably extend parallel to a seat surface of the seat and particularly preferably substantially parallel to side edges of the seat surface of the seat. Further, a height of the wheelchair substructure is preferably adjusted to a height of the seat base assembly, i. the first support device of the seat base assembly and the second support device of the wheelchair substructure make it possible to arrange the seat at about the same height above the ground on the seat base assembly or wheelchair substructure. In such an embodiment of the seat arrangement according to the invention, the seat can be pushed into the seat base assembly or from the seat base assembly onto the wheelchair substructure in a manner which is more comfortable for the wheelchair-dependent aircraft passenger by a substantially linear movement of the seat in a direction parallel to the seat surface of the seat become.

The second support device of the wheelchair substructure may comprise a lifting mechanism for adjusting the height of the second support device. The lifting mechanism may comprise a hydraulic, pneumatic, electric or other suitable drive. Further, the seat base assembly and the wheelchair substructure are preferably configured so that the wheelchair substructure can be positioned under the first support means of the seat base assembly. In such an embodiment of the seat base assembly and the wheelchair substructure, the wheelchair substructure can be positioned in a first step under the seat-supporting first support device of the seat base assembly. Subsequently, the second carrier device by means of Hubmechanis- be raised until the second fastening device of the wheelchair substructure engages with the fastening means of the seat and the seat can be detached from the seat base assembly.

The first fastening device of the seat base assembly preferably comprises a locking device. Additionally or alternatively, the second fastening device of the wheelchair substructure may also comprise a locking device. The locking device (s) of the first fastening device of the seat base assembly and / or the second fastening device of the wheelchair substructure is / are preferably adapted to cooperate with a complementary locking device of the fastening device of the seat to releasably secure the seat to the seat base assembly or wheelchair substructure. The locking device of the seat can be designed in several parts, so that a first part of the locking device of the seat with the locking device of the seat base assembly and a second part of the locking device of the seat with the locking device of the wheelchair construction can cooperate. However, a structurally particularly simple and lightweight design of the overall system is possible if the locking device of the seat base assembly and the locking device of the wheelchair substructure are designed to be similar or identical, that the locking device of the seat in the same manner with the locking device of the seat base assembly and the locking device the wheelchair substructure can interact.

The locking device of the first fastening device of the seat base assembly and / or the second fastening device of the wheelchair substructure may comprise a locking element movable between a locking position and an unlocking position. Furthermore, the locking device of the fastening device of the seat may have a receiving device for receiving the locking element in its locking position. Alternatively or additionally, however, the locking device of the fastening device of the seat may include a movable between a locking position and an unlocking locking element. The locking device of the first fastening device of the seat base assembly and / or the second fastening device of the wheelchair substructure then preferably comprises / comprises a receiving device for receiving the locking element in its locking position. Such an arrangement allows a particularly easy and comfortable attachment of the seat on the seat base assembly or the wheelchair substructure.

The locking device (s) of the first fastening device of the seat base assembly, the second fastening device of the wheelchair substructure and / or the fastening device of the seat may comprise only one locking element. Alternatively, however, the locking device (s) can also be provided with a plurality of locking elements, which, as needed, are movable only jointly or independently of one another between a locking position and an unlocking position. Preferably, the locking device (s) are provided with an easily accessible actuating element, for example a lever or the like, in order to move the locking element (s) in a simple manner between its locking position and its unlocking position.

The locking device (s) of the first fastening device of the seat base assembly, the second fastening device of the wheelchair substructure and / or the fastening device of the seat preferably comprise a locking element resiliently biased into its locking position. In such an embodiment of the locking device, it is only necessary to actuate the locking element to move it from its locking position to its unlocked position. As soon as the seat assumes a suitable position on the seat base assembly or wheelchair substructure and consequently the locking element of the locking device is positioned so that it can interact with a complementary receiving device, the locking element is automatically brought into its locking position by the resilient biasing force, for example in engagement with the Cradle brought. The movement of the locking element from its locking position in its unlocked position can be done manually. However, if desired, a corresponding mechanism, e.g. an electric motor or the like may be provided.

The locking element may for example be designed in the form of a bolt which is adapted to cooperate with a receiving device designed in the form of a recess. The receiving device designed in the form of a recess may be formed, for example, in a rail element of a guide device, which is preferably designed in the form of a receiving rail. The locking element can then in a structurally simple manner in a complementary trained to the receiving rail rail element can be integrated.

In a preferred embodiment, the aircraft seat assembly according to the invention comprises an electrical or electronic system that is connectable to a communication system of the aircraft. The electrical or electronic system may be, for example, an entertainment system with a monitor integrated into a back of a backrest of a seat. In order to enable the connection of the seat-integrated electrical or electronic system to the electrical supply network of the aircraft, the seat preferably further comprises an electrical connection element. The electrical connection element of the seat is preferably adapted to cooperate with a complementary electrical connection element of the seat base assembly, when the seat on the

Seat base assembly is positioned.

For example, the electrical terminal of the seat and the complementary electrical terminal of the seat base assembly may be in the form of plug contacts which engage with each other when the seat is placed in its mounting position on the seat base assembly and make electrical contact when the seat is in its mounting position has reached the seat base assembly. However, a particularly comfortable connection of the integrated into the seat electrical or electronic system with the electrical supply network of the aircraft is then possible if the electrical connection element of the seat and the complementary electrical connection element of the

Seat base assembly each comprise touch-sensitive contact elements which establish an electrical contact as soon as they touch, for example in the region of correspondingly shaped contact surfaces.

Preferably, the seat includes a stop member adapted to cooperate with a complementary stop member of the seat base assembly when the seat is disposed in a position on the seat base assembly in which the seat is releasably securable to the seat base assembly. The intended for cooperation with the complementary abutment member of the seat base assembly stop member of the seat, for example, integrated in a rail member of the guide means of the seat and in the region of a rear, that is arranged in the region of the backrest of the seat edges of the rail element. Similarly, the complementary abutment element of the seat base assembly can also be inserted into a rail element of the first guide device of the seat base system. be integrated. The interaction of the stop elements reliably prevents the seat, when it is being positioned on the seat base assembly, from being moved beyond a desired fastening position by pushing the seat onto the seat base assembly with its backrest ahead.

The electrical connection element of the seat is preferably arranged in the region of a surface of the stop element of the seat which cooperates with a surface of the complementary abutment element of the seat base assembly provided with the complementary electrical connection element of the seat base arrangement when the seat is arranged in a position on the seat base arrangement the seat is releasably attachable to the seat base assembly. Such a positioning of the electrical connection elements ensures that an electrical connection of an electric or electronic system integrated in the seat takes place automatically when the seat has reached its fastening position on the seat base arrangement.

In order to also limit a displacement of the seat relative to the wheelchair substructure, the seat preferably further comprises a stop member adapted to cooperate with a complementary stop member of the wheelchair substructure when the seat is disposed in a position on the roof elevator substructure the seat is releasably fastened to the wheelchair substructure. For example, the stop element of the seat provided for cooperation with the complementary stop element of the wheelchair substructure may be integrated in a rail element of the guide device of the seat and may be located in the region of a front, i. Be arranged from the backrest of the seat facing away from the edge of the rail element. Similarly, the complementary stop element of the wheelchair substructure can be integrated into a rail element of the second guide device of the wheelchair substructure. The interaction of the stop elements reliably prevents the seat from being moved beyond a desired fastening position when it is positioned on the wheelchair substructure by pushing the seat onto the wheelchair substructure with its front edge facing away from the backrest.

The second support device of the wheelchair substructure can be made collapsible. By way of example, intersecting struts of the second carrier device can be provided with corresponding hinge points in the region of their intersection, which means folding of the second carrier device enable. The wheelchair substructure can then be stowed in a particularly space-saving manner, for example in an overhead luggage compartment in the aircraft cabin. The wheelchair substructure may further include a footrest. Preferably, the footrest is pivotally mounted about an axis on the second support device of the wheelchair substructure, so that the footrest when

Folding the second support device of the wheelchair substructure can also be positioned to save space.

The wheelchair substructure of the aircraft seat assembly according to the invention may be provided with wheels which are rotatable not only about a wheel axle but also about an axis perpendicular to the wheel axle. The wheelchair substructure can thereby be moved in a particularly comfortable manner in different directions, which facilitates the process of wheelchair substructure in the narrow passages of an aircraft passenger cabin. However, a wheelchair substructure designed with small wheels rotatable about two axes does not allow a wheelchair dependent person to do so using the wheelchair substructure

to move independently. If desired, the wheelchair substructure can therefore also be equipped with large wheels that allow a person dependent on the wheelchair autonomous locomotion. However, the wheelchair substructure becomes bulkier, heavier, and difficult to maneuver in a narrow aircraft passenger cabin. It is therefore also conceivable to equip the wheelchair substructure with an automatic drive, for example an electric drive, which enables a wheelchair-dependent person to move about independently.

The seat of the aircraft seat assembly according to the invention preferably comprises an aircraft seat cushion whose shape and color is preferably adapted to the shape and color of the other installed in the aircraft passenger cabin aircraft seat cushion. Further, the seat may be provided with armrests pivotable about an axis to allow a wheelchair-dependent aircraft passenger to support his arms when the seat is placed on the wheelchair substructure. Preferably, however, the pivotal armrests attached to the seat are positioned so as not to interfere with armrests of the seat base assembly when the seat is positioned on the seat base assembly. For example, the armrests may be mounted to the seat so as to be folded down on or above the armrests of the seat base assembly when the seat is mounted on the seat base assembly. Furthermore, the seat of the aircraft seat assembly may include a safety belt. The safety belt can be designed to increase safety for the wheelchair-dependent aircraft passenger in the form of a Vierpunktgurts or include an additional Vierpunktgurt. Furthermore, a table pivotable between a folded and an unfolded position can be integrated into the seat. The table is preferably mounted in the area of a rear side of the backrest of the seat.

Finally, the seat may comprise at least one handle, which makes it possible to move the seat positioned on the wheelchair substructure using the wheelchair substructure. Preferably, two handles extend substantially perpendicular to the backrest of the seat from a rear side of the seat backrest.

Preferably, the handles are pivotable between a folded and an unfolded position so that the handles can be folded when the seat is mounted on the seat base assembly. This prevents passengers in a neighboring row from being affected by the handles. Finally, the seat may be provided with at least one legrest, wherein preferably two legrests extend substantially parallel to one another from a front edge of the seat surface of the seat facing away from the seat backrest.

Preferably, the legrests are pivotally attached to the seat so that the legrests can be folded when not needed.

The aircraft seat assembly may further be provided with an electrical or electronic wheelchair sub-structure control system. Such a control system preferably comprises an operating unit connected to the seat of the aircraft seat arrangement. The operating unit can be arranged, for example, in the region of an armrest of the seat, so that it is easily accessible to a seated passenger with mobility restrictions. Furthermore, the system may comprise a controllable by corresponding signals of the control unit drive unit of the wheelchair substructure. Between the operating unit and the drive unit of the wheelchair substructure is preferably a wireless data transmission connection.

A passenger with mobility restrictions can control the movement of the wheelchair substructure through the cabin by means of the operating unit as desired.

Thus, when the seat of the aircraft seat assembly is mounted on the wheelchair substructure and the passenger is seated on the seat, the aircraft seat assembly can be operated by the passenger like an electric wheelchair. Further, when the seat of the aircraft seat assembly is mounted on the seat base assembly, the passenger may is to remotely request the wheelchair substructure. This significantly improves the mobility of the passenger during the flight.

Preferably, the system for controlling the wheelchair substructure is set up to additionally control the controllable drive unit of the wheelchair substructure via the operating unit connected to the seat with an enable signal and / or a control signal of an aircraft communication system

consider. For example, the system for controlling the wheelchair substructure can be set up to permit control of the drive unit of the wheelchair substructure via the operating unit only if a corresponding release of this function of the aircraft seat arrangement has taken place. The release can be done for example by manual signal input by the cabin crew or by an automatically generated signal of the aircraft communication system. Furthermore, in a memory, for example, the

Aircraft communication system may be assigned, approved routes may be deposited, which may cover the wheelchair substructure in the aircraft cabin. Finally, the control functions of the wheelchair substructure control system may be temporary, for example subject to restrictions depending on the aircraft's operational condition, i. For example, a movement of the wheelchair substructure can be prevented by the aircraft cabin during takeoff, landing, and service times and turbulence.

The system for controlling the wheelchair substructure preferably comprises a locating system for determining the position of the wheelchair substructure in the aircraft cabin. The location system may comprise, for example, an ultrasound location system having at least two ultrasound sensors arranged in the aircraft cabin. Additionally or alternatively, the location system may be provided with an optical bar code recognition system with corresponding pictograms provided in the underfloor area of the cabin. Finally, the wheelchair substructure may include a differential with a rotation sensor that stops when the wheels are turned and therefore only measures the distance actually traveled by the wheelchair substructure. Further, the differential of any different speed of the individual wheels of the wheelchair substructure can determine a twist angle of the wheels.

Further, the wheelchair sub-control system may include an obstacle detection system. An obstacle detection system is It is particularly advantageous if the wheelchair substructure moves under the control of the operating unit through the aircraft cabin. For example, the obstacle detection system may include an ohmmeter positioned in a wheel hub of the wheelchair substructure. The control system may then be configured to stop the movement of the wheelchair substructure in real time as the wheelchair substructure encounters an obstacle as it moves through the aircraft cabin. Furthermore, the control system can be configured to continue the travel of the wheelchair substructure after a predetermined period of time, for example a few seconds. If the obstacle then still exists, the control system may be configured to issue a corresponding signal or alert the cabin crew via the aircraft communication system.

The wheelchair substructure is preferably equipped with a device for emitting an audible and / or visual warning signal. For example, the warning signal can be output whenever the wheelchair substructure moves through the aircraft cabin.

The aircraft seat assembly may further include a charging station configured to be connected to the wheelchair substructure to load an energy storage unit of the wheelchair substructure when the vehicle seat assembly is loaded

Wheelchair substructure is not in use. The charging station can be provided, for example, for installation in the area of the galleys of the aircraft. It makes sense for the charging station to be positioned and configured to allow safe storage of the wheelchair substructure even during take-off and while the aircraft is being loaded.

Preferred embodiments of the invention will now be explained in more detail with reference to the attached schematic drawings, of which:

FIG. 1 shows a schematic view of an aircraft cabin, illustrating a possible position of a seat for a passenger with mobility restrictions,

FIG. 2 shows a three-dimensional illustration of a section of an aircraft cabin having a seat base assembly, a wheelchair substructure and a seat The seat assembly of the aircraft seat assembly is positioned on the wheelchair substructure, showing a three-dimensional representation of the seat and wheelchair substructure, showing a three-dimensional representation of the wheelchair substructure, showing a three-dimensional representation of the seat base assembly, showing a detail of the seat base assembly of FIG 2 shows a seat base assembly and a seat assembly of the seat assembly of the aircraft seat assembly shown in FIG. 2 in a three-dimensional rear view (left) and a three-dimensional front view (right), a detail of the seat base assembly-positioned seat of the aircraft seat assembly of FIG. 7 is a rear view of the seat assembly shown in FIG 8 shows a detailed view of a fastening system and a guide system of the aircraft seat assembly, e in locking element of a locking device of a fastening device of the seat and a receiving device of a first fastening means of the seat base assembly or a second fastening means of

Wheelchair substructure, wherein the locking element is in an unlocked position, the arrangement of FIG 11 shows, but with the locking element is in its locking position, Figure 13 shows a side view of the arrangement illustrated in Figures 11 and 12,

Figures 14a) to i) show the steps required to reposition the seat of the aircraft seat assembly from the wheelchair substructure to the seat base assembly in plan view;

FIGS. 15a) to c) show the repositioning of the seat of the aircraft seat assembly from the wheelchair substructure to the seat base assembly in a side view;

16 shows a seat base assembly of another embodiment of a

Aircraft seat arrangement shows

FIG. 17 a for attachment to the seat base assembly according to FIG

16 seat provided,

FIG. 18 shows the seat base assembly according to FIG. 16 on which the seat according to FIG. 17 is fastened,

Figure 19 shows a wheelchair substructure on which the seat according to

FIG. 17 can be fastened,

Figure 20 shows the wheelchair substructure according to Figure 19, on which the

Seat is attached according to Figure 17, and

Figure 21 shows an aircraft cabin in which the seat base assembly according to Figures 16 to 20 can be used.

An aircraft seat assembly 10 for passengers with reduced mobility illustrated in the figures comprises a seat base assembly 14 mountable in an aircraft cabin 12. As best seen in Figs. 2 and 5-7, the seat base assembly 14 is part of an aircraft seat bench 16 provided thereto in addition to a seat 18 of the aircraft seat assembly 10 to carry two more conventional aircraft passenger seats 20. The seat base assembly 14 includes a first carrier device 22 formed in the form of a plate that extends substantially parallel to a floor 24 of the aircraft cabin 12 in the state of the seat base assembly 14 mounted in the aircraft cabin 12. The first carrier device 22 also forms a contact surface for the seat 18 of the aircraft seat assembly 10. Similarly, plate-shaped carrier devices 26 of the aircraft seat bench 16, which are also mounted parallel to the floor 24 of the aircraft cabin 12 in the state of the aircraft seat bench 16 mounted in the aircraft cabin 12 Support surfaces for the conventional aircraft passenger seats 20. The first support device 22 of the seat base assembly 14 and the support device 26 of the aircraft seat bank 16 are supported by sockets 28. The pedestals 28 are fixed in position in the aircraft cabin 12 by means of mounting rails 30 provided in the floor 24 of the aircraft cabin 12. As best seen in Figures 2 and 7 to 9, the aircraft seat 16 and thus the seat base assembly 14 is provided with armrests 31. The armrests 31 are pivotable between a folded down position shown in the figures and a folded-up position and provide a lateral boundary of the seat 18 arranged on the seat base assembly 14 and the seats 20 arranged on the support devices 26 of the aircraft seat bench 16.

As can be seen from FIG. 1, the aircraft seat bench 16 with the seat base assembly 14 is arranged in a fuselage-side part of the aircraft passenger cabin 12 in a first row of seats. Although the first row of seats is positioned adjacent to a dividing wall 32 (see FIG. 2), it has a distance to the dividing wall 32 which is greater than the distance between rows of seats arranged one behind the other. The row of seats comprising the seat base assembly 14 is thus more easily accessible than rows of seats positioned farther back in the aircraft cabin 12.

The seat base assembly 14 is provided with a first guide means 34, which in turn comprises two rail members 36, each formed in the form of receiving rails. The rail elements 36 are secured to an upper side of the first support device 22 of the seat base assembly 14 facing away from the floor 24 of the aircraft cabin 12 and extend substantially parallel to each other along side edges of the first support device 22. The rail elements 36 of the seat base assembly 14 formed in the form of receiving rails are thereto arranged to cooperate with complementary rail members 38 of a complementary to the first guide means 34 of the seat base assembly 14 guide means 40 of the seat 18. As can best be seen in FIG. 10, the rail elements 38 which are essentially parallel to one another other extend from a bottom 42 of a seat 44 substantially along side edges of the seat bottom 42, shaped and dimensioned so that they can be slidably received in the formed in the form of receiving rails rail members 36 of the seat base assembly 14. By the cooperation of the first guide means 34 of the seat base assembly 14 with the complementary guide means 40 of the seat 18, the seat 18 can be guided in a guided manner in a direction parallel to the first support means 22 of the seat base assembly 14 and substantially perpendicular to a seat back 46 of the seat 18 are shifted to the first support device 22 of the seat base assembly 14.

A backside, i. Seating area 48 of the seat members 18 in the region of the seat back 48 serves as a stop element intended to engage a complementary abutment member 50 of the seat base assembly 14 when the seat 18 has reached a desired position on the seat base assembly 14 , As best seen in Figures 5 and 6, the abutment members 50 of the seat base assembly 14 are respectively integrated with the rail members 36 of the first guide means 34, i. The interaction of the formed on the seat 18 stop members with the stop members 50 of the seat base assembly 14 is reliably prevents the seat 18 in its positioning on the seat base assembly 14 too far toward a rear edge 52 of first carrier device 22 is pushed.

Integrated into the seat 18 of the aircraft seat assembly 10 is an electronic entertainment system comprising a monitor 54 illustrated in FIG. 9, which is disposed in the region of a rear side of the seat back 38. It is understood that the electronic entertainment system is merely an optional feature of the seat 18. In order to power the electronic entertainment system, it is necessary to connect the electronic entertainment system to the electrical cabin of the aircraft cabin 12 at least when the seat 18 is positioned on the seat base assembly 14. For this purpose, the rear surface of the seat member 18 forming the rear surface of the seat 18 mounted rail members 38 is provided with a contact-sensitive contact element. Similarly, an area of the abutment members 50 of the seat base assembly 14 that abuts the surface of the rail members 38 forming the abutment member of the seat 18 when the seat 18 assumes a desired position on the seat base assembly 14 is provided with a touch-sensitive contact element. ment 56 provided. Through the interaction of the contact elements of the seat 18 with the contact elements 56 of the seat base assembly 14, the electronic entertainment system integrated into the seat 18 is automatically connected to the aircraft cabin electrical power supply 12 when the seat 18 is in its final position on the seat base assembly 14.

To releasably secure the seat 18 to the seat base assembly 14, the seat base assembly 14 is provided with a first fastener 58. The first fastener 58 of the seat base assembly 14 is intended to cooperate with a complementary fastener 60 of the seat 18. As best seen in Figures 10 to 13, the fastening means 60 of the seat 18 comprises a locking device, the two movable between a locking position and an unlocking pin-shaped

Locking elements 62 includes. The locking elements 62 are each received in one of the rail elements 38 of the seat 18 and resiliently biased in their illustrated in Figure 12 locking position. By means of a lever 64, the locking elements 62 are manually movable in their illustrated in Figure 11 unlocking position. In order to allow movement of the lever 46, the rail elements 38 are provided adjacent to the locking element 62 with a slot 66 (see in particular Figure 13), through which the lever 64 protrudes and is thus easily accessible to a user. If desired or necessary, components of the seat 18 and / or the seat base assembly 14 located in the region of the lever 64 may also be provided with, for example, elongate holes, through which the lever 64 may protrude.

The first fastening device 58 of the seat base assembly 14 cooperating with the fastening device 60 of the seat 18 comprises a receiving device which is formed by two recesses 68 respectively formed in the two rail elements 36 of the seat base assembly 14. The recesses 68 are shaped and dimensioned to each be adapted to receive a locking member 62 of the fastener 60 of the seat 18 when the locking member 62 is in its locking position (see Figure 12).

The aircraft seat assembly 10 further includes a wheelchair substructure 70. Instead of being seated on the seat base assembly 14, the seat 18 may also be positioned on the wheelchair substructure 70, as shown particularly in FIGS. 2 and 3. The wheelchair substructure 70 with the seat 18 mounted thereon can do so be used to bring a wheelchair-dependent aircraft passenger to a desired location both in the airport and on the plane.

The wheelchair substructure 70 best illustrated in FIG. 4 comprises a second carrier device 72, which comprises two frame elements 74 arranged substantially parallel to one another. The frame members 74 are each formed by two cross-struts 76 and are interconnected via two connecting struts 78. In order to store the wheelchair substructure 70 in a space-saving manner, for example in an overhead luggage compartment in the aircraft cabin 12, the second carrier device 72 is made collapsible. For this purpose, in the region of the crossing points of the struts 76 in the figures not illustrated in detail joints are provided, by means of which the frame members 74 are collapsible such that the struts 76 are arranged substantially parallel to each other. In order to achieve an even more compact configuration of the wheelchair substructure 70, the connecting struts 78 can also be decoupled from the struts 76 of the frame elements 74. To one of the connecting struts 78, a footrest 80 is pivotally hinged to the struts 76 of the frame members 74. Furthermore, the wheelchair substructure 70 comprises four wheels 82 which are each rotatable about a wheel axis R and about an axis A perpendicular to the wheel axis R. This makes the Röllstuhlunterkoristruktiori 70 particularly easy to maneuver in different directions.

The wheelchair substructure 70 comprises a second guide device 84 supported by the frame elements 74 of the second carrier device 72 and, like the first guide device 34 of the seat base assembly 14, comprises two rail elements 86 which extend parallel to one another and are in the form of receiving rails. The second guide means 84 of the wheelchair substructure 70 is also constructed like the first guide means 34 of the seat base assembly 14 such that the rail members 38 provided on the seat 18 are slidable in the rail members 86 as described above in connection with the first guide means 34 of the seat base assembly 14 the second guide means 84 of the wheelchair substructure 70 can be accommodated.

A displacement of the seat 18 to limit relative to the wheelchair substructure 70, arranged in the region of a front edge of the seat surface 44 of the seat remote from the seat back 48 face of the pre-attached to the seat ^¬ provided for the rail elements 38 is in each case as a stop element, which is intended with a corresponding complementary stop element 88 of the wheelchair substructure 70 to come into contact when the seat 18 has reached a desired position on the wheelchair substructure 70. The stop members 88 of the wheelchair substructure 70, like the stop members 50 of the seat base assembly 14, form a boundary of the rail members 86, but they are not, like the stop members 50 of the seat base assembly 14, provided with a touch-sensitive contact element. In addition, the stop elements 88 are not arranged in the seat 18 connected to the state of the wheelchair substructure 70 in the region of the backrest 48 of the seat 18, but are in the area facing away from the seat back 48 front edge of the seat 44. While the stop elements 50 of the seat base assembly 14th Thus, the stop elements 88 of the wheelchair substructure 70 thus serve to limit a displacement of the seat 18 relative to the wheelchair substructure 70 with a side facing away from the seat back 48 Leading edge of the seat 44 ahead.

Furthermore, the wheelchair substructure 70 is provided with a second fastening device 90. The second fastening device 90 of the wheelchair substructure 70 is designed in the same way as the first fastening device 58 of FIG

Seat base assembly 74, i. The second fastening device 90, like the first fastening device 58, comprises a receiving device formed by two recesses 92. In the recesses 92 of the receiving device, the resiliently biased into its locking position locking elements 62 of the fastening device 60 of the seat 18 can be accommodated when the locking elements 62 are in their locking position. Due to the interaction of the formed in the rail members 86 recesses 92 with the locking elements 62, the seat 18 can be releasably secured to the wheelchair substructure 70, wherein the connection between the wheelchair substructure 70 and the seat 18, as well as the connection between the

Seat base assembly 14 and the seat 18, in turn, by an actuation of the lever 64 and a guided displacement of the seat 18 relative to the wheelchair substructure 70 can be solved.

As best seen in FIGS. 8 and 9, the seat 18 is provided with an aircraft seat cushion that conforms to the aircraft seat pads of the conventional aircraft seats 20 in shape and color. Furthermore, the seat between a folded-up position (see Figures 8 and 9) and a pivoted armrests 94. The armrests 94 of the seat 18 may use a wheelchair-dependent aircraft passenger as armrests when the seat 18 is mounted on the wheelchair substructure 70. In contrast, when the seat 18 is mounted on the seat base assembly 14, the armrests 94 can either be folded up or placed in their folded down position on the armrests 31 of the seat base assembly 14. It is only essential that the armrests 94 of the seat 18 and the armrests 31 of the seat base assembly 14 do not interfere with each other.

The seat 18 further includes a four-point seat belt 96 to increase safety for the wheelchair-dependent aircraft passenger. For the sake of clarity, the seat belt 96 is illustrated in FIGS. 3 and 8 only. Further, a folding table 98 is attached to the back of the seat back 48. Finally, from the back of the seat back 48, there are two handles 100 which, when the seat 18 is disposed on the wheelchair substructure 70, serve as pushing handles. Finally, the seat 18 is provided with two lateral leg supports 102 which extend at an angle from the seat surface 44 in the region of the front edge of the seat surface 44 remote from the seat back 48.

FIGS. 14a to 14i and 15a to c show the steps required for placing a wheelchair-dependent aircraft passenger in his seat by means of the aircraft seat assembly 10. First, the passenger is seated on the seat 18 of the aircraft seat assembly 10 seated on the wheelchair substructure 70, seated in the aircraft, i. brought the aircraft cabin 12. It makes sense to enter via a hull-side door, see Figure 14a. Subsequently, the wheelchair substructure 70 with the passenger seated on the seat 18 is pulled backwards through the aisle of the aircraft cabin 12 until the position shown in Figure 14b is reached. Subsequently, the wheelchair substructure 70 with the seat 18 and the passenger seated thereon is slid laterally between the divider 32 and the seats 20 of the first row of aircraft seats until the wheelchair substructure 70 with the seat 18 mounted thereon is located immediately in front of the seat base assembly 14, see Figs 15a.

Subsequently, by unlocking the locking element 62 of the fastening device 60 of the seat 18, the fastening of the seat 18 on the wheelchair substructure 70 is released so that the seat 18 is guided by the interaction of the guide device 40 of the seat 18 and the second guide device 84 of the wheelchair substructure 70 of the wheelchair substructure 70 are pushed can. At this time, the guide means 40 of the seat directly engages with the first guide means 34 of the seat base assembly 14 so that the seat 18 can be pushed from the wheelchair substructure 70 directly onto the first support means 22 of the seat base assembly 14, see Figs. 14e and 15b. The wheelchair-dependent aircraft passenger can remain seated in the seat 18.

The seat 18 is displaced relative to the seat base assembly 14 until the rear surfaces of the rail members 38 provided on the seat abut against the abutment members 50 of the seat base assembly 14. Once the seat 18 has reached this position, lock the locking elements 62 of the fastener 60 of the seat 18 due to their resilient bias automatically in the recesses 68 of the first

Fastening means 58 of the seat base assembly 14. In addition, by the interaction of provided on the back surfaces of the rail members 38 of the seat 18 and provided on the stop members 50 contact elements 56, an electrical connection between the built in the seat 18 electronic entertainment system and the electrical supply network of the aircraft produced. When the seat 18, as shown in Figures 14f and 15c, has reached its final position on the seat base assembly 14 and is mounted on the seat base assembly 14, the roof floor substructure 70 may initially re-engage the passage, as illustrated in Figures 14g-i the aircraft cabin 12 are pushed and brought from there to any location in the aircraft cabin 12. If desired, the wheelchair substructure 70 can be folded and stowed, for example, in an overhead luggage compartment.

When disembarking the wheelchair-dependent aircraft passenger from the aircraft, the above-explained steps are required in reverse order, i. the seat 18 of the aircraft seat assembly 10 must be released from its position on the seat base assembly 14 and secured to the wheelchair substructure 70. The release of the attachment between the seat base assembly 14 and the seat 18 and the making of the attachment between the wheelchair substructure 70 and the seat 18 is carried out in a corresponding manner.

An aircraft seat assembly 10 illustrated in FIGS. 16 to 20 first differs from the system according to FIGS. 1 to 15 by the configuration of the seat base assembly 14. More specifically, the seat base assembly 14 of the aircraft seat assembly 10 according to FIGS. 16 to 20 comprises a carrier apparatus 22 with two carrier struts. which are arranged substantially parallel to each other and extend substantially perpendicular to the longitudinal axis of the aircraft cabin. The two support struts form the first attachment means 58 of the seat base assembly 14. The seat 18 illustrated in FIG. 17 comprises a two-piece fastener 60, with a first portion of the fastener 60 of the seat 18 for cooperation with the fastener 58 of the seat base assembly 14 comprising the two support struts is. The first part of the fastener 60 of the seat 18 includes two bearing members 60a, 60b each embracing one of the two support struts when the seat 18 is mounted on the seat base assembly 14 as illustrated in FIG.

The wheelchair substructure 70 of the aircraft seat assembly 10 shown in FIG. 19 comprises a second carrier device 72 formed in the form of a support column. The second carrier device 72 supports a second attachment device 90 of the wheelchair substructure 70 which is designed in the form of a rotatable adapter plate mounted on the second carrier device 72. Accordingly, a second part of the attachment means 60 of the seat 18 is provided for cooperation with the rotatable adapter plate forming the second attachment means 90 of the wheelchair substructure 70. The second part of the fastening device 60 of the seat 18 is configured in the form of a retaining plate 61 which can be grasped by the adapter plate.

UI IUCL

The second support device 72 of the wheelchair substructure 70 includes a lift mechanism for adjusting the height of the second support device 72. Further, the seat base assembly 14 and the wheelchair substructure 70 are configured so that the wheelchair substructure 70 can be positioned below the first support 22 of the seat base assembly 14 such that the wheelchair substructure 70 Wheelchair substructure 70 can be positioned under the seat 18 carrying the first support device 22 of the seat base assembly 14 (see Figure 20). To be on the

To fix the seat base assembly 14 fixed seat 18 on the wheelchair substructure 70, the second support device 72 can be lifted by means of the lifting mechanism until the second fastening means 90 of the wheelchair substructure 70 engages with the fastening means 60 of the seat 18. By further raising the second support 72 with the seat 18 mounted on the support 72, the first fastener 58 of the seat base assembly 14 and the first portion of the fastener 60 of the seat 18 disengage, disengaging the seat 18 from the seat base assembly 14. The aircraft seat assembly 10 is further equipped with an electronic system 106 for controlling the wheelchair substructure 70. The control system 106 includes an operating unit 108 connected to the seat 18 of the aircraft seat assembly 10, which is located in the region of an armrest of the seat 18, so that it is easily accessible to a seated passenger with mobility restrictions. Furthermore, the system 106 comprises a drive unit 110 of the wheelchair substructure 70 controllable by corresponding signals of the operating unit 108. A wireless data transmission connection exists between the operating unit 108 and the drive unit 110 of the wheelchair substructure 70.

A passenger with mobility limitations may control the movement of the wheelchair substructure 70 through the cabin 12 by means of the operator 108 as desired. Thus, when the seat 18 of the aircraft seat assembly 10 is mounted on the wheelchair substructure 70 and the passenger is seated on the seat 18, the aircraft seat assembly 10 can be operated by the passenger like an electric wheelchair. Further, with the seat 18 of the aircraft seat assembly 10 secured to the seat base assembly 14, the passenger may remotely request the wheelchair substructure 70. In the case of the control of the drive unit 110 of the wheelchair substructure 70 via the operating unit 108 connected to the seat 18, an additional release signal is additionally provided to the user as well as a control signal of an aircraft communication system 112. In particular, the system 106 for controlling the wheelchair substructure 70 allows control of the drive unit 110 of the wheelchair substructure 70 via the operating unit 108 only if a corresponding release of this function of the aircraft seat arrangement 10 has taken place. The release can be done for example by manual signal input by the cabin crew or by an automatically generated signal of the aircraft communication system 112. Furthermore, approved routes A are stored in a memory of the aircraft communication system, which may cover the wheelchair substructure 70 in the aircraft cabin 12 (see FIG. 21). Finally, the control functions of the system 106 for controlling the wheelchair substructure 70 are subject to temporary restrictions depending on the aircraft's flight condition, ie, for example, movement of the wheelchair substructure 70 through the aircraft cabin 12 during takeoff, landing, and service times, and turbulence is inhibited. The system 106 for controlling the wheelchair substructure 70 further comprises a location system 114 for determining the position of the wheelchair substructure 70 in the aircraft cabin 12. The location system comprises an ultrasound location system with two ultrasound sensors 116a, 116b arranged in the aircraft cabin 12. Additionally or alternatively, the location system 114 may be provided with an optical bar code recognition system with corresponding pictograms provided in the underfloor area of the cabin. Finally, the wheelchair substructure 70 includes a differential with a rotation sensor (not shown in the figures) that stops upon rotation of the wheels 82 and thus only measures the distance actually traveled by the wheelchair substructure 70. Further, the differential of any different rotational speed of the single wheels 82 of the wheelchair substructure 70 may determine a twist angle of the wheels 82.

Further, the wheelchair substructure control system 106 includes an obstacle detection system, not further illustrated in the figures. The obstacle detection system includes an ohmmeter positioned in a wheel hub of the wheelchair substructure 70. The control system 106 is configured to stop the movement of the wheelchair substructure 70 in real time as the wheelchair substructure 70 encounters an obstacle as it passes through the aircraft cabin 12. Further, the control system 106 is configured to continue driving the wheelchair substructure 70 after a predetermined period of time of, for example, a few seconds. If the obstacle then still exists, the control system 106 outputs a corresponding signal and alerts the cabin crew via the aircraft communication system 112.

The wheelchair substructure 70 is further equipped with a device, likewise not shown in the figures, for emitting an acoustic and / or visual warning signal. The warning signal can be output, for example, whenever the wheelchair substructure 70 moves through the aircraft cabin 12.

The aircraft seat assembly 10 further includes a charging station 118 configured to be connected to the wheelchair substructure 70 to load an energy storage unit of the wheelchair substructure 70 when the wheelchair substructure 70 is not in use. The energy storage unit of the wheelchair substructure supplies the drive unit 110 of the

Wheelchair substructure 70 with energy. When the wheelchair substructure 70 is connected to the charging station 118, the wheelchair substructure 70 is secured in position.

1725127

Claims

claims

An aircraft seat assembly (10) for limited mobility aircraft passengers, comprising:

a seat base assembly (14) mountable in an aircraft cabin (12) comprising a first support means (22) and a first attachment means (58) for releasably securing a seat (18) to the first support means (22), and

- A wheelchair substructure (70) comprising a plurality of wheels (82), a second support device (72) and a second fastening means (90) for releasably securing the seat (18) on the second support device (72), wherein the dimensions of Wheelchair substructure (70) are adapted to the dimensions of aisles provided in the aircraft cabin (12), and wherein the seat (18) is one of the first fastening means (58) of the seat base assembly (14) and the second fastening means (90) of the wheelchair substructure (70 ) includes complementary attachment means (60) such that the seat (18) is releasably securable to both the seat base assembly (14) and the wheelchair substructure (70).

2. aircraft seat assembly according to claim 1,

characterized in that the seat base assembly (14) includes a first guide means (34), the wheelchair substructure (70) a second guide means (84) and the seat (18) one of the first guide means (34) of the seat base assembly (14) and the second guide means (84) the wheelchair substructure (70) complementary guide means (40), so that the seat (18) in a guided manner both relative to the seat base assembly (14) and relative to the wheelchair substructure (70) is movable.

3. aircraft seat assembly according to claim 2,

characterized in that the first guide means (34) of the seat base assembly (14) and / or the second guide means (84) of the wheelchair substructure (70) comprise at least one rail member (36, 86) adapted to engage with a complementary rail member (38 co) of the guide means (40) of the seat (18) to allow a guided movement of the seat (18) relative (to the seat base assembly 14) and / or the constructive Rollstuhlunterkon ^¬ tion (70).

4. Aircraft seat arrangement according to one of claims 1 to 3,

characterized in that the second carrier device (72) of the wheelchair substructure (70) comprises a lifting mechanism for adjusting the height of the second carrier device (72).

5. Aircraft seat arrangement according to one of claims 1 to 4,

characterized in that the first attachment means (58) of the seat base assembly (14) and / or the second attachment means (90) of the wheelchair substructure (70) comprise locking means adapted to engage with complementary locking means of the attachment means (60) of the seat (18) cooperable to releasably secure the seat (18) to the seat base assembly (14) or wheelchair substructure (70).

6. Aircraft seat arrangement according to one of claims 1 to 5,

characterized in that the locking means of the first attachment means (58) of the seat base assembly (14) and / or the second attachment means (90) of the wheelchair substructure (70) is interposed between a

Locking position and a release position comprises movable Verriegelungs-egg member (62) and the Verriegeiungseinrichtung the fastening means (60) of the seat (18) has a receiving device for receiving the locking element (62) in its locking position, and / or that the locking device of the fastening device (60) the seat (18) comprises a locking element movable between a locking position and an unlocking position, and the locking device of the first fastening device (58) of the seat base assembly (14) and / or the second fastening device (90) of the wheelchair substructure (70) comprises a receiving device for receiving the locking element has / have its locking position.

7. Aircraft seat arrangement according to claim 5 or 6,

characterized in that the locking means of the first attachment means (58) of the seat base assembly (14), the locking means of the second attachment means (90) of the wheelchair substructure (70) and / or the locking means of the attachment means (60) of the seat (18) resiliently into its Locking position biased locking element (62).

8. Aircraft seat arrangement according to one of claims 1 to 7,

characterized in that the aircraft seat assembly (10) comprises an electrical or electronic system and an electrical connection element adapted to cooperate with a complementary electrical connection element (56) of the seat base assembly (14) when the seat (18) is seated on the seat base assembly (14). 14), wherein the electrical connection element of the seat and the complementary electrical connection element (56) of the seat base assembly (14) preferably comprise a contact-sensitive contact element.

9. aircraft seat assembly according to claim 8,

characterized in that the seat (18) comprises an abutment member adapted to cooperate with a complementary abutment member (50) of the seat base assembly (14) when the seat (18) is disposed in position on the seat base assembly (14), in which the seat (18) detachable on the

Seat base assembly (14) is fastened, and in that the electrical connection element of the seat is arranged in the region of a surface of the stop element of the seat (18) which is provided with a surface of the complementary stop element (14) provided with the complementary electrical connection element (56) of the seat base arrangement (14). 50) of the seat base assembly (14) when the seat (18) is disposed in a position on the seat base assembly (14) in which the seat (18) is releasably securable to the seat base assembly (14).

10. Aircraft seat arrangement according to one of claims 1 to 9,

characterized in that the second support device (72) of the wheelchair substructure (70) is made collapsible, that the wheelchair substructure (70) comprises a footrest (80) and / or that the wheels (82) of the

Wheelchair substructure (70) about a wheel axle (R) and an axis perpendicular to the wheel (R) axis (A) are rotatable.

11. Aircraft seat arrangement according to one of claims 1 to 10,

characterized in that the seat (18), an airplane seat cushions, pivotable about an axis armrests (94), a seat (96), a between a folded and an unfolded position pivoted table (98), Minim ^¬ least a handle (100) and / or at least one legrest (102).

12. Aircraft seat arrangement according to one of claims 1 to 11,

characterized by a system (106 (for controlling the wheelchair substructure (70) having a with the seat (18) connected to the control unit (108) and a through corresponding signals of the operating unit (108) controllable drive unit (110) of the wheelchair substructure (70).

13. Aircraft seat arrangement according to claim 12,

characterized in that the system (106) for controlling the wheelchair substructure (70) is additionally adapted to control the controllable drive unit (110) of the wheelchair substructure (70) via the operating unit (108) connected to the seat (18) and / or to consider a control signal of an aircraft communication system (112).

14. Aircraft seat arrangement according to claim 12 or 13,

characterized in that the system (106) for controlling the wheelchair substructure (70) comprises a locating system (114) for determining the position of the wheelchair substructure (70) in the aircraft cabin (12) and / or a system for

Detection of obstacles includes.

15. Aircraft seat arrangement according to one of claims 12 to 14,

characterized by a loading station (118) adapted to be connected to the wheelchair substructure (70) for loading an energy storage unit of the roilie substructure (70) when the roostie substructure (70) is not in use.

17