EP3164332A1 - Dispositif de siège d'avion - Google Patents

Dispositif de siège d'avion

Info

Publication number
EP3164332A1
EP3164332A1 EP15733750.2A EP15733750A EP3164332A1 EP 3164332 A1 EP3164332 A1 EP 3164332A1 EP 15733750 A EP15733750 A EP 15733750A EP 3164332 A1 EP3164332 A1 EP 3164332A1
Authority
EP
European Patent Office
Prior art keywords
seat
backrest
housing
locking
seat back
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.)
Pending
Application number
EP15733750.2A
Other languages
German (de)
English (en)
Inventor
Dietmar SCHMEER
Mohammed Daher
Gunther Jäger
Andreas Wagner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Recaro Aircraft Seating GmbH and Co KG
Original Assignee
Recaro Aircraft Seating GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Recaro Aircraft Seating GmbH and Co KG filed Critical Recaro Aircraft Seating GmbH and Co KG
Publication of EP3164332A1 publication Critical patent/EP3164332A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/0619—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with energy absorbing means specially adapted for mitigating impact loads for passenger seats, e.g. at a crash
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42709—Seats or parts thereof displaced during a crash involving residual deformation or fracture of the structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42727—Seats or parts thereof displaced during a crash involving substantially rigid displacement
    • B60N2/42745—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the back-rest

Definitions

  • the invention relates to an aircraft seat device according to the preamble of patent claim 1.
  • the object of the invention is in particular to provide a generic device with improved safety features.
  • the object is achieved by the features of claim 1, while advantageous embodiments and modifications of the invention can be taken from the dependent claims.
  • the invention is based on an aircraft seat device with at least one backrest, with at least one seat component coupled to the backrest and with a backrest impact protection device, which is provided in at least one normal operating state, in one backrest and one seat component
  • Verriegeis annually rigidly connect, and in at least one other operating condition by an at least partial decoupling of the backrest of the seat member to it - -
  • backrest is intended to be locked in a Verriegeis Ecuador again after the partial decoupling.
  • a “backrest” should be understood as meaning, in particular, a component of an aircraft seat on which a person sitting on the aircraft seat can support his or her back a part of a solid structure of the aircraft seat, such as a cross tube.
  • the seat component is designed as another component that appears appropriate to a person skilled in the art, in particular as a load-bearing component of an aircraft seat.
  • two elements which are coupled to one another are connected to one another directly or indirectly via at least one further element. or equipped to be understood.
  • an object is intended for a specific function should in particular mean that the object fulfills and / or executes this specific function in at least one application and / or operating state.
  • a "normal operating state” should be understood to mean, in particular, an operating state during normal operation of the aircraft seat device, in particular during a state installed in an aircraft and during operation of the aircraft the forces can be transmitted via the legislative case- fail-safe device, in particular from the backrest in the seat component and vice versa.
  • "rigidly connected” is to be understood as meaning, in particular, fixed and intended for a force transmission, whereby both a tensile and a compressive force can be transmitted in the case of a rigid connection between the backrest and the seat component.
  • impact forces should be understood to mean forces that are generated by objects, such as, in particular, a body of a person flying on the ground.
  • a "crash” is to be understood in particular an overload case, ie an operating state in which forces on the aircraft seat device and / or the aircraft seat, which is part of the Simplysitzaufschreibrvoriques, act, which are greater than forces caused by a normal load at a Under "lock” is intended in particular in a defined position, especially in a
  • an aircraft seat device can be provided which particularly advantageously protects a passenger sitting in an aircraft seat from injury in the event of a crash, and After the backrest has been pivoted by the backrest impact protection device during the crash, it can be locked again in a position in order to be able to advantageously keep an escape route clear.
  • the seat back impact prevention device is intended to be brought back into a Verriegeisrtie after the partial decoupling.
  • theticianlerissa Stamms Anlagensvortechnisch is preferably held by a positive connection in the Verriegeisrtie.
  • the backrest impact protection device is locked by a magnetic force and / or electrically in the Verriegeisannon.
  • a positive connection in the Verriegeisiller after the partial decoupling during a crash is achieved by a pyrotechnically induced plastic deformation.
  • the aircraft seat device can advantageously be formed particularly advantageously and in particular with low component costs.
  • the backrest impact protection device has at least one locking module which, in a locking arrangement, supports the backrest , _
  • a “locking module” is to be understood in particular as meaning a module which has at least two mutually corresponding force and / or positive locking elements which are coupled together in a locking graduation, wherein forces can be transmitted between the force and / or positive locking elements .
  • the force and / or positive locking elements of the locking module are at least partially detached from each other and can be moved relative to each other at least in a defined area.
  • the unlocking position preferably no power transmission between the force and / or positive locking elements is possible.
  • a locking of the backrest after the partial decoupling can be realized in a particularly simple manner by the backrest impact protection device.
  • the locking module has at least one deflectable against an elastic force locking element which holds the backrest Aufschlagtechnischsvortechnisch in Verriegeis republic in a resting state.
  • deflectable against an elastic force should be understood as meaning deflectable, in particular, against the force provided by a spring element, wherein the spring element may be a mechanical, an electromagnetic or a pneumatic spring
  • a “resting state” is to be understood in particular as meaning a state of the locking element into which it automatically moves when no triggering forces, in particular by an inertia module, act on it , As a result, the locking module can be made particularly simple.
  • the backrest impact protection device comprises at least one inertia module, which is provided in a crash, at least for unlocking the discourselerissa Stammerssvorraum.
  • An "inertia module” is to be understood as meaning, in particular, a module that is triggered due to inertia and released from a locking position, wherein the inertia module is preferably formed by an element that is inert by virtue of its inertia , ,
  • the inertia module is deflected by its inertia in an action of deceleration forces, in particular in a crash, from a locking position.
  • the inertia module is preferably triggered axially along a displacement axis from the locking position.
  • the inertia module is displaced along a differently designed displacement line, for example on a circular path, when the inertia module forms a kind of pendulum.
  • a triggering force which is necessary in order to deflect the inertia module from its locking position, can be set via the mass of the inertia module.
  • the inertia module at least one electronic acceleration sensor and one electrically and / or electronically
  • the locking mechanism having controllable locking mechanism, wherein the locking mechanism is controlled and opened at a defined, detected by the at least one acceleration sensor acceleration. It is basically conceivable that the locking mechanism is triggered by pyrotechnics or via an electro-mechanical switch. As a result, the backrest impact protection device can advantageously be triggered early in the event of a crash and, in particular, a risk of injury to a passenger can be reduced. It is also proposed that the inertia module for unlocking the suchlehne- naufschlagsommesvorraum is provided to at least temporarily deflect the locking element at least.
  • At least temporarily deflecting should be understood in particular that the at least one locking element is at least temporarily deflected during the crash, so that a positive and / or positive connection, which enters the locking element with a corresponding positive locking element in a Verriegeisrtie
  • the locking element remains deflected until it is actively pressed back into a locking graduation or automatically resets itself
  • the inertia module is merely provided for a temporary deflection of the locking element
  • a "locking position” is to be understood in particular as meaning a position or position of the backrest impact protection device in which the backrest impact protection device is locked and in particular the rear with the , ,
  • a “spring element” is to be understood as meaning, in particular, a macroscopic element which has at least one extension which, in a normal operating state, can be increased by at least 10%, in particular in particular by at least 20%, preferably by at least 30% and particularly advantageously by at least 50% elastically changeable, and in particular generates a dependent of a change in the extension and preferably proportional to the change of counterforce, which counteracts the change.
  • the spring element is preferably designed as a mechanical spring, such as a spiral spring, wherein it is also conceivable that the spring is designed as an electro-magnetic or a fluid compression spring, such as a gas spring. In principle, it is also conceivable that the spring element is formed from an elastically deformable material, such as an elastomer.
  • a "locking position" is to be understood here as meaning, in particular, a position of the inertia module in which the inertia module does not unlock the backrest deployment safety device As a result, an acceleration required for unlocking the backrest impact protection device can be set particularly easily.
  • the backrest impact protection device comprises at least one housing which comprises at least one attachment element which is intended to be coupled to the seat component or the backrest and at least one element displaceably mounted in the housing and which comprises at least one attachment element is intended to be coupled to the seat component or the backrest.
  • a "housing” is to be understood in particular as at least one element that forms a housing that has at least one housing , ,
  • the housing is preferably formed closed in an assembled state and is of at least two
  • housing elements formed.
  • the housing is formed at least partially open.
  • the mounted in the housing element is preferably mounted axially displaceable in the housing.
  • the element mounted in the housing can be displaced along a circular path or another displacement track that appears appropriate to a person skilled in the art. Thereby, the counsellerissa Stamm Anlagennossvorraum can be formed particularly advantageous.
  • the housing element and the axially displaceably mounted piston element are coupled together at least in the Verriegeis notorious the strictlylehnenauf- suppression device via the locking module. As a result, the backrest impact protection device can advantageously be locked particularly easily in the locking section.
  • the seat back cushions securing device comprise at least one retardation element which is intended to be plastically deformed for receiving inertial energy of the backrest after the partial decoupling.
  • a “delay element” is to be understood in particular as meaning an element which is provided in at least one operating state to absorb and / or destroy energy so as to extract energy from another system, in particular the backrest
  • the retardation element is preferably made of a metal and absorbs deformation energy during deformation
  • the delay element is designed as a hydraulic or gas pressure cylinder whose cylinder rod extended against the pressure of a gas or a liquid from a housing can be.
  • the delay element is formed by at least two chambers, which are separated from each other by at least one aperture provided with at least one through hole, wherein a fluid for deceleration - -
  • the delay element is formed as an element which is intended to be destroyed for delaying another element, thereby reducing energy. As a result, an impact force can be set and the backrest braked targeted.
  • the backrest impact protection device comprise at least one retardation element which is provided for absorbing inertial energy of the backrest after the partial decoupling to compress a fluid.
  • the retardation element can be designed to be particularly advantageous.
  • Locking element is designed as a housing-fixed pivoting lever. Thereby, the locking element can be formed particularly advantageous. Furthermore, it is proposed that the at least one elastically deflectable locking element is designed as a piston-solid elastically deformable lever. Thereby, the locking element can be formed particularly advantageous cost.
  • the inertia module is provided in the event of a crash to be deflected from acting on the impact forces from a locking position.
  • a point in time before the passenger's body impinges on the backrest of the aircraft seat device should be understood to mean an aircraft seat device which, in the event of a crash, is particularly advantageous for a passenger seated in an aircraft seat.
  • the aircraft seat device according to the invention is not intended to be limited to the application and embodiment described above
  • the aircraft seat device according to the invention may have a different number than a number of individual elements, components and units referred to herein to fulfill a function described herein. - -
  • FIG. 1 is a schematic sectional view of an aircraft seat device according to the invention in a first embodiment with a congressleehaufaufschlags Anlagensvortechnisch in a Verriegeis republic,
  • FIG. 2 is a schematic sectional view of the seat back bumper securing device of the aircraft seat apparatus in the first embodiment shortly after being deflected out of the lock division;
  • FIG. 3 is a schematic sectional view of the seat back suppression device of the aircraft seat device in the first embodiment after the partial unlocking with deformed retardation element
  • FIG. 4 shows a schematic sectional view of an aircraft seat device according to the invention in a second exemplary embodiment, with a backrest load securing device in a locking section,
  • FIG. 6 shows a schematic sectional view of the backrest impact protection device of the aircraft seat device in the second exemplary embodiment after partial unlocking with a deformed retardation element
  • Fig. 7 is a partially schematic sectional view of an inventive
  • FIG. 9 is a schematic sectional view of the seat back bumper securing device of the aircraft seat apparatus in the third embodiment after the partial unlocking with a deformed retardation member;
  • FIG. 1 1 is a schematic view of an aircraft seat device according to the invention in a fourth embodiment with a legislative effect factor.
  • FIGS. 1 to 3 show an aircraft seat device according to the invention in a first exemplary embodiment.
  • the aircraft seat device is part of a partially illustrated aircraft seat 32a.
  • the aircraft seat 32a is part of an aircraft, not shown.
  • the aircraft seat 32a is elevated in an assembled state in an aircraft cabin of the aircraft.
  • the aircraft seat 32a on a Aufmenckerrritt.
  • the aircraft seat 32a is elevated on a cabin floor of the aircraft cabin.
  • the cabin floor forms one
  • the aircraft seat 32a is designed as a part of a row of seats which comprises more than one aircraft seat 32a, preferably at least three aircraft seats 32a.
  • the aircraft seat 32a forms a seating direction.
  • the seating direction is defined as the direction in which a passenger sits on the aircraft seat 32a.
  • the seating direction is formed parallel to a direction of flight 66a.
  • the direction of flight 66a is formed by a main extension of the aircraft cabin.
  • the embarkrritt is designed as a common Aufmenrritt the aircraft seats 32a of the aircraft seat row.
  • the aircraft seat device comprises a backrest 10a.
  • the backrest 10a is provided for allowing a person sitting on the aircraft seat 32a, part of which is the aircraft seat device, to support their backs on the backrest 10a.
  • the backrest 10a is pivotable to the - -
  • the backrest 10a is hinged to a seat divider, not shown, via a bearing 68a pivotally.
  • the aircraft seat apparatus further comprises a seat member 12a.
  • the seat member 12a is formed as a cross stiffening unit which is provided to stiffen the seat back 10a in the transverse stiffening unit transverse direction.
  • the seat component 12a designed as a transverse stiffening unit is provided to connect one side of the aircraft seat 32a, part of which is the aircraft seat device, to the other side of the aircraft seat 32a.
  • the seat component 12a designed as a transverse stiffening unit extends between the seat dividers of the aircraft seat 32a, not shown in detail.
  • Trained as a transverse stiffening unit seat member 12a is rotatably mounted in the seat dividers, not shown.
  • the seat component 12a designed as a transverse stiffening unit is intended to be rotated during the movement of the backrest 10a.
  • the seat component 12a designed as a transverse stiffening unit is designed as a torsion element.
  • the seat component 12a designed as a transverse stiffening unit is designed as a torsion tube.
  • the aircraft seat device has a seat bottom 58a. In principle, it is also conceivable that the seat component 12a is designed as a seat bottom or a component of the seat structure.
  • the seat bottom 58a forms a seat.
  • the seat bottom 58a is coupled to the seat back 10a.
  • the backrest 10a and the seat bottom 58a are hinged together. About a not shown kinematics of the aircraft seat device, the backrest 10a and the seat bottom 58a are pivotally coupled together. The backrest 10a and the seat bottom 58a are displaceable relative to each other in different positions and can be fixed in these different positions. In this case, the backrest 10a and the seat bottom 58a are preferably infinitely displaceable relative to each other. In principle, it is also conceivable that the backrest 10a in a normal operating state is rigidly connected to the seat bottom 58a or a seat structure and the aircraft seat 32a has only one seated position.
  • the aircraft seat apparatus includes a seat back impact prevention device 14a.
  • the seat back impact prevention device 14a is provided, at least in a normal operation state, to rigidly connect the backrest 10a and the seat member 12a in a locking pitch. In the normal operating condition, which depicts normal and proper use of the aircraft seat 32a, forces may be transmitted from the seatback 10a to the seat back guard 14a - -
  • the seat member 12a are transmitted.
  • forces can be transmitted to the front, ie in the direction of flight 66a and counter to the direction of flight 66a.
  • the backrest impact protection device 14a is provided for partially decoupling the backrest 10a from the seat component 12a in at least one operating state. Due to the partial decoupling of the backrest 10a from the seat component 12a, in a crash the backrest 10a and the seat component 12a can move relative to one another in order to reduce the risk of injury to a passenger seated on the aircraft seat 32a.
  • the back-rest stop securing device 14a decouples the backrest 10a from the seat component 12a.
  • the seat back impact prevention device 14a at least partially reduces the impact forces acting on the seat back 10a in a crash, which also reduces the force on a passenger exerting the force on the seat back 10a.
  • the backrest 10a and the seat component 12a designed as a transverse reinforcement unit are coupled to one another by means of the backrest surcharge securing device 14a.
  • the backrest stop securing device 14a has a lock and a lock
  • the seatback carking assurance device 14a is locked and the seatback 10a is fixedly coupled to the seat component 12a.
  • the seat back 10a can not move to the seat member 12a via the seat back impact prevention device 14a.
  • the unlocking division the backrest 10a is decoupled from the seat component 12a and can be moved to the seat component 12a. In this case, the backrest 10a can be pivoted to the seat component 12a by an advantageous angle in the unlocking division of the backrest stop securing device 14a.
  • the seat back impact prevention device 14a decouples the seat back 10a from acting on the seat back 10a of the seat member 12a. As a result, the backrest 10a is decoupled from the seat component 12a in the event of a crash, before a passenger hits the backrest 10a and transfers the impact forces to the backrest 10a. Thus, the backrest 10a upon impact of the passenger on the backrest 10a, so when the action of - -
  • Impact forces of the seat member 12a partially decoupled and can be moved before or during the impact of the passenger on the backrest 10a to the seat member 12a and so absorb a portion of the impact forces and / or deflect advantageous, so that an impact on the backrest 10a for the passenger is less hard.
  • the backrest 10a is intended to be locked again in a locked position after the partial decoupling.
  • the backrest 10a can be locked again in the locked position after the partial decoupling and the movement that has taken place in the process towards the seat component 12a.
  • the locking position can be the same in which the backrest 10a is locked in the normal operating state, but it is also conceivable that the locking position, in which the backrest 10a is locked again after the partial decoupling, different from the locking position in the normal operating state is.
  • the backrest 10a can be secured in the locked position by a passenger again after an adjustment from the locking position in the event of a crash, so as to enable a safe escape route in which the backrest 10a is not in the way.
  • handhold loads can again be advantageously introduced via the locked backrest 10a into the upright unit of the aircraft seat 32a, as a result of which a passenger can hold on to the backrest 10a without being pivoted.
  • the seat back impact prevention device 14a is provided to be brought back into a locking position after the partial decoupling and thereby the backrest 10a after the partial decoupling again in the
  • the aircraft seat device it would also be conceivable for the aircraft seat device to have a device which is formed separately from the backrest impact protection device 14a and is intended to bring the backrest 10a back into a locked position after the partial decoupling. It is conceivable that the separately formed device is constructed in a similar manner and functions as the scholarlehnenaufschlags Klisvor- device 14a described below. In principle, it is also conceivable that the separately formed device has only the same effect as the counsellerissachts Klisvor512 14a described below, but that their structure differs. - -
  • the seat back impact prevention device 14a includes a housing 80a.
  • the housing 80a is provided to house the seat back caterpillar 14a.
  • the housing 80a is formed as a closed housing.
  • the housing 80a is formed as a cylinder.
  • the cylinder-formed housing 80a has a central axis corresponding to a main extension direction of the housing 80a.
  • the housing 80a includes an interior.
  • the housing encloses the entire interior in a mounted state.
  • penetration of liquids or dirt into the interior of the housing 80a can be advantageously prevented and thus a reliability of the scholarlehenaufyer redesign redesign redesign- direction 14a can be improved.
  • the housing 80a is formed at least partially open.
  • the housing 80a comprises a connection element 82a.
  • connection element 82a is designed as a form-fitting element and is provided for rigid connection to an equivalently formed connection element.
  • the attachment member 82a is disposed at a first axial end of the housing 80a and forms therewith a first axial end of the seatback impact protection device 14a.
  • the housing 80a is rigidly connectable to the backrest 10a.
  • the backrest cusp securing device 14a is connected to the backrest 10a via the attachment member 82a of the housing 80a.
  • the backrest cusp securing device 14a includes a member 84a axially slidably supported in the housing 80a.
  • the element 84a is formed as a piston element.
  • the formed as a piston element element 84a extends in the assembled state in the interior of the housing 80a.
  • a first axial end of the member 84a faces the first axial end of the housing 80a when assembled. With the first axial end, the member 84a extends from a second axial end of the housing 80a to beyond a center between the first end and the second end of the housing 80a.
  • the element 84a is at least substantially rotationally symmetrical and has a central axis. In this case, at least one region of the element 84a arranged in the housing 80a is rotationally symmetrical.
  • the central axis of the element 84a is aligned in the assembled state coaxially with the central axis of the housing 80a.
  • the element 84a projects out of the housing 80a.
  • the housing 80a has a passage opening 98a at the second axial end.
  • the element 84a comprises a connection element 86a.
  • Binding element 86a is formed as a positive locking element and provided for rigid connection with an equivalently formed connection element. Via the connection element 86a, the element 84a is rigidly connectable to the seat component 12a. In a mounted state, the backrest cusp securing device 14a is connected to the seat member 12a via the attachment member 86a of the member 84a. The attachment member 86a is disposed at a second axial end of the member 84a. The attachment element 86a thereby forms a second axial end of the backrest surcharge securing device 14a.
  • the seat back guard securing device 14a has a stopper 156a. The stopper 156a is intended to limit the element 84a to a maximum position in the housing 80a.
  • the stopper 156a is formed by protrusions that rise inward in the interior of the housing 80a.
  • the stopper 156a limits movement of the member 84a in the housing 80a toward the first axial end of the housing 80a.
  • the element 84a abuts the stopper 156a.
  • the element 84a has a raised portion 158a, which abuts in the Verriegeis Ecuador to the stop 156a.
  • the seat back impact prevention device 14a has a lock pitch and an unlock pitch. In principle, it is also conceivable that the seat back impact securing device 14a has at least two Verriegeisannonen that differ from each other.
  • the element 84a axially slidably mounted in the housing 80a is rigidly connected to the housing 80a. The element 84a may be used in the
  • Verriegeisiller the reconciled by the Entriegeis republic the reconciled by the housing 80a element 84a can move by a defined travel.
  • the member 84a may be moved out of the lock pitch of the seat back caterpillar 14a in a releasing direction directed away from the attachment member 82a of the housing 80a.
  • the seat back caterpillar securing device 14a can be extended by a displacement of the element 84a out of the locking pitch.
  • the seat-back impact prevention device 14a has at least one locking module 88a which locks the seat-back-impact-preventing device 14a in a locking arrangement.
  • the locking module 88a at least partially decouples the seat back caterpillar 14a.
  • the seat back impact prevention device 14a can be transferred from the unlocking part into the locking part by means of the locking module 88a.
  • the housing 80a and the axially displaceably mounted member 84a are coupled together in the locking pitch of the backrest cradle securing device 14a via the locking module 88a.
  • the locking module 88a has two locking elements 90a, 92a which can be deflected against an elastic force.
  • the locking elements 90a, 92a are designed as pivotable lever elements.
  • the locking elements 90a, 92a are arranged in the interior of the housing 80a.
  • the locking elements 90a, 92a are formed as elongate lever elements, which have a main extension direction, which is aligned in the mounted state parallel to a main extension direction of the housing 80a.
  • the locking elements 90a, 92a have orthogonal to their main extension direction in each case a circular ring segment as a cross section.
  • the locking elements 90a, 92a are arranged in mirror image relative to a central axis of the cylindrically shaped housing 80a.
  • the locking elements 90a, 92a each have a bearing point 94a, 96a, via which the locking elements 90a, 92a are pivotally arranged in the housing 80a.
  • the bearing points 94a, 96a each form an unspecified first, housing-side bearing element, which is formed by the housing 80, and a second bearing element formed by the respective locking element 90a, 92a.
  • the bearing elements are each designed as sliding bearings. In principle, it would also be conceivable that bearings are used for mounting the locking elements 90a, 92a.
  • the bearings 94a, 96a are each arranged on a side facing the second axial end of the housing 80a. Via the bearing points 94a, 96a, a front axial end of the locking elements 90a, 92a, which in the assembled state is associated with the second axial end of the housing 80a, can be pivoted outward into an open position.
  • the two locking elements 90a, 92a are coupled to one another via a spring element 100a.
  • the spring member 100a applies a spring force to the locking members 90a, 92a, which pushes the locking members 90a, 92a away from each other in the rear axial end.
  • the spring element 100a is designed as a spiral spring.
  • the spring element 100a presses on its spring force, the locking elements 90a, 92a in a resting state. In the resting state, the locking elements 90a, 92a of the locking module 88a lock the backrest cradle securing device 14a.
  • the locking elements 90a, 92a at their front end in each case a positive locking element 102a, 104a.
  • the form-fitting elements 102a, 104a are each formed as a tooth profile, which is arranged on an inwardly directed inside of the locking elements 90a, 92a.
  • the form-locking elements 102a, 104a have a different shape.
  • the form-locking elements 102a, 104a of the locking elements 90a, 92a form a housing-fixed part of the locking module 88a.
  • the form-locking elements 102a, 104a are fixedly coupled to the housing 80a via the pivotable mounting of the locking elements 90a, 92a.
  • the element 84a has a correspondingly designed positive-locking element 106a.
  • the form-locking element 106a is designed as a toothing running around on the element 84a, which toothing is complementary to the tooth profiles of the form-locking elements 102a, 104a of the locking elements 90a, 92a.
  • the interlocking elements 102a, 104a engage in the interlocking element 106a, which is formed by the element 84a.
  • the element 84a and the housing 80a are rigidly connected to one another via the locking elements 90a, 92.
  • the spring element 100a presses the interlocking elements 102a, 104a via the deflection via the bearing points 94a, 96a in each case into the interlocking element 106a.
  • a holding force is increased and a greater force can be transmitted via the form-locking connection between the form-locking elements 102a, 104a of the locking elements 90a, 92a and the positive-locking element 106a of the element 84a.
  • the locking module 88a is constructed in a different manner and, for example, the locking elements 90a, 92 in one
  • the seat back impact prevention device 14a includes an inertia module 16a.
  • the inertia module 16a is intended to support the seat back impactor - -
  • the inertia module 16a is arranged in a locking pitch.
  • the locking graduation of the inertia module 16a is formed by a region in which the inertia module 16 can be arranged without this partially unlocking the backrest lay-up securing device 14a.
  • the inertia module 16a is formed by a mass element 108a, which is arranged to be axially displaceable in the interior of the housing 80a.
  • the mass member 108a is disposed at a first axial end of the housing 80a.
  • the mass member 108a has a cylindrical shape.
  • the mass element 108a is mounted via a sliding bearing in the interior of the housing 80a.
  • the mass member 108a has a flat wall at its first end, which faces the first axial end of the housing 80a in the assembled state.
  • the mass element 108a has an actuating contour 1 10a.
  • the actuating contour 1 10a is concave.
  • the actuating contour 1 10a has a conical shape.
  • the actuating contour 10a extends inwardly from the first end of the mass member 108a from a radially outer portion toward the second end of the mass member 108a.
  • the actuating contour 1 10a is provided to deflect the locking elements 90a, 92a from its rest position.
  • the mass element 108a for deflecting the locking elements 90a, 92a is provided to press the locking elements 90a, 92a toward each other at their rear end.
  • the actuating contour 1 10a forms another shape, such as a spherical shape, an ellipse shape or a mixed shape.
  • the inertia module 16a is provided for unlocking the istlerissa Stamms Anlagensvor- direction 14a to at least temporarily deflect the locking elements 90a, 92a. In the event of a crash, the inertia module 16a is provided for unlocking the backrest surcharge securing device 14a from its
  • the inertia module 16a is provided to be deflected from the action of the impact forces from a locking position. If the inertia module 16a is deflected out of its locking position, the - -
  • the inertia module 16a forms the mass element 108a.
  • the mass member 108a is provided to impart a mass to the inertia module 16a which deflects the inertia module 16a in the seat back curb securing device 14a from its locked position by its inertia in a crash and at least partially unlocks the seat back caterpillar 14a by deflecting the catches 90a, 92a.
  • the seat back impact prevention device 14a has at least one spring element 12a which is provided to support the inertia module 16a in its
  • the spring element 1 12a is arranged in the interior of the housing 80a.
  • the spring element 12a is functionally arranged between the housing 80a and the inertia module 16a.
  • the spring element 1 12a is supported on the housing 80a and exerts a spring force on the axially displaceably mounted in the housing 80a inertia module 16a. With a first end, the spring element 1 12a bears against the mass element 108a. With a second end, the spring element 1 12a is supported on an inner side of the housing 80a via a connection region, not shown in greater detail. In this case, the spring element 1 12a is arranged between the second end of the housing 80a and the mass element 108a of the inertia module 16a.
  • the spring element 1 12a is formed as a compression spring. Thereby, the mass member 108a of the inertia module 16a in the housing 80a is urged toward the first end of the housing 80a in its locking pitch. In the event of a crash, the mass element 108a must move in the release direction against the spring force of the spring element 12a in order to unlock the backrest deployment safety device 14a. Via the rigidity of the spring element 12a and / or the mass of the mass element 108a, a necessary acceleration, which is necessary for the partial unlocking of the backrest impact protection device 14a, can be easily adjusted and thus adapted to different aircraft seat models and other circumstances.
  • the spring element 1 12a is formed as a spiral spring.
  • the spring element 12a it is likewise conceivable for the spring element 12a to be designed as another spring element which appears expedient to the person skilled in the art, such as, for example, a gas spring, a magnetic and / or electrical spring element or a spring element which generates a restoring force by compressing a fluid generated. , -
  • the seat back impact prevention device 14a includes a retardation member 30a.
  • the delay element 30a is provided for receiving inertial energy of the seat back 10a after the partial decoupling of the seat back cushions 14a.
  • the delay element 30a absorbs in a crash at least a portion of inertial forces acting on the seat back 10a. To accommodate the inertial energy, the delay element 30a is intended to be plastically deformed.
  • the delay element 30a is arranged in the interior of the housing 80a.
  • the delay element 30a is operatively disposed between the element 84a and the housing 80a.
  • the delay element 30a is intended to decelerate a relative movement of the element 84a to the housing 80a after the partial decoupling before an end stop.
  • the retardation member 30a is formed as a plastically deformable sleeve.
  • the delay element 30a encloses the piston-like element 84a.
  • the element 84a has a driving element 1 14a.
  • the entrainment element 14a is firmly connected to the element 84a.
  • the driving element 1 14a is formed integrally with the element 84a.
  • the delay element 30a is arranged between the carrier element 14a and the second end of the housing 80a.
  • the entrainment element 14a retains the retardation element 30a until it abuts against an axial inner wall at the second end of the housing 80a.
  • the retardation member 30a is clamped and plastically deformed between the driving member 14a and the inner wall at the second end of the housing 80a. Due to the plastic deformation of the retardation element 30a, kinetic energy of the backrest 10a is converted into forming work and thereby destroyed.
  • FIG. 1 schematically shows the aircraft seat device with the backrest tamper-proof device 14a in its locking position.
  • the inertia module 16a is in its Verriegeis occidental.
  • the lock module 88a the housing 80a is rigidly connected to the element 84a.
  • the attachment element 82a which is coupled to the backrest 10a
  • the attachment element 86a which is coupled to the seat component 12a
  • the attachment elements 82a, 86a are rigidly connected to one another. Forces can be transmitted via the attachment elements 82a, 86a via the seat back impact protection device 14a between the backrest 10a and the seat component 12a.
  • the housing 80a coupled to the stand-up unit via the backrest 10a is decelerated and the inertia module 16a axially mounted in the housing 80a is replaced by its own Inertia deflected from its Verriegeisrtie and moved against the spring force of the spring element 1 12a toward the second end of the housing 80a.
  • the seat back cushions securing device 14a is thereby partially unlocked.
  • the member 84a may shift in the housing 80a relative to the housing 80a.
  • the backrest 10a is now at least partially decoupled from the seat component 12a.
  • the backrest 10a Due to the partial decoupling of the backrest 10a from the seat component 12a, the backrest 10a can rotate about the bearing point 68a, by means of which the backrest 10a is pivotably mounted. Due to an inertia in the event of a crash, a large part of the backrest 10a is accelerated in the direction of the direction of flight 66a. The majority of the backrest 10a moves in the event of a crash in the direction of the direction of flight 66a. Due to the inertia and due to the pivotable mounting of the backrest 10a about the bearing point 68a, a lower region of the backrest 10a moves counter to the direction of flight 66a.
  • the backrest stop securing device 14a is pulled apart and a distance between the connecting elements 82a, 86a is increased.
  • the delay element 30a is taken along with the element 84a and also moved relative to the housing 80a.
  • the delay element 30a is clamped by the relative movement between the housing 80a and the element 84a between the driving element 1 14a and the housing 80a and deforms.
  • the delay element 30a delays the relative movement between the housing 80a and the element 84a and thereby the pivotal movement of the seat back 10a.
  • the seat back guard 14a is intended to be returned to a lock following the partial decoupling.
  • the backrest 10a can be locked again after an adjustment during the crash and an escape route for a passenger can advantageously be kept free.
  • the backrest 10a is pivoted after the crash with its upper portion forward in the direction of flight 66a.
  • the housing 80a is displaced again in the direction of flight 66a and thus shifts relative to the element 84a.
  • the locking elements 90a, 92a held in their rest position by the spring element 100a are deflected outwards again by the oblique toothing of the positive-locking element 106a, which is formed by the element 84a.
  • the interlocking elements 102a, 104a can be brought back into engagement with the interlocking element 106a of the element 84a.
  • the housing 80a can be rigidly coupled to the element 84a again and the seat back impact prevention device 14a thereby locked again.
  • the letter a is replaced by the letters b to d.
  • FIGS. 4 to 6 show an aircraft seat device according to the invention in a second exemplary embodiment.
  • the aircraft seat device is part of a partially illustrated aircraft seat 32b.
  • the aircraft seat 32b is part of an aircraft, not shown.
  • the aircraft seat 32b is elevated in an assembled state in an aircraft cabin of the aircraft.
  • the aircraft seat device comprises a backrest 10b.
  • the backrest 10b is provided for allowing a person sitting on the aircraft seat 32b, part of which is the aircraft seat device, to support their backs on the backrest 10b.
  • the backrest 10b is pivotally connected to a seat divider, not shown, via a bearing 68b.
  • the aircraft seat apparatus further comprises a seat member 12b.
  • the seat member 12b is formed as a transverse stiffening unit provided to stiffen the seat back 10b in the transverse stiffening unit transverse direction.
  • the seat component 12b designed as a transverse reinforcement unit is provided to connect one side of the aircraft seat 32b, part of which is the aircraft seat device, to the other side of the aircraft seat 32b.
  • the aircraft seat device has a seat bottom 58b.
  • the seat component 12b is designed as a seat bottom or a component of the seat structure.
  • the seat bottom 58b forms a seat.
  • the seat bottom 58b is coupled to the seatback 10b.
  • the aircraft seat apparatus includes a seat back impact prevention device 14b.
  • the seat back impact prevention device 14b is provided, at least in a normal operation state, to rigidly connect the seat back 10b and the seat member 12b in a locking pitch.
  • the backrest impact protection device 14b is provided for partially decoupling the backrest 10b from the seat component 12b in at least one operating state.
  • the seat back impact prevention device 14b decouples the seat back 10b from acting on the seat back 10b from the seat member 12b.
  • the backrest 10b is intended to be locked again in a Verriegeisrtie after the partial decoupling.
  • the backrest 10b can be locked again in the locking section after the partial decoupling and the movement that has taken place in the process towards the seat component 12b.
  • the Verriegeisogue can be the same, in which the backrest is locked in the normal operating state, but it is also conceivable that the Verriegeis notorious in which the backrest 10b is locked again after the partial decoupling is different from the Verriegeis notorious in the normal operating state ,
  • the seat back impact prevention device 14b includes a housing 80b.
  • the housing 80b is provided to house the seatback cradle securing device 14b.
  • the housing 80b comprises a connection element 82b.
  • the connection element 82b is designed as a form-fitting element and is provided for the rigid connection to an equivalently formed connection element.
  • the attachment member 82b is disposed at a first axial end of the housing 80b and thus forms a first axial end of the seatback caterpillar 14b.
  • the housing 80b is rigidly connectable to the backrest 10b.
  • the seat back impact prevention device 14b includes a member 84b axially slidably supported in the housing 80b.
  • the element 84b is formed as a piston element.
  • the formed as a piston element element 84b extends in the assembled state in the interior of the housing 80b.
  • a first axial end of the element 84b faces the first axial end of the housing 80b when assembled.
  • the element 84b projects out of the housing 80b.
  • the element 84b comprises a connection element 86b.
  • the connection element 86b is designed as a form-fitting element and provided for rigid connection to an equivalently formed connection element. Via the connection element 86b, the element 84b is rigidly connectable to the seat component 12b.
  • the seat back impact prevention device 14b has a stopper 156b.
  • the stopper 156b is provided to limit the element 84b to a maximum position in the housing 80b.
  • the stopper 156b is formed by protrusions that rise inward in the interior of the housing 80b.
  • the stopper 156b is formed, in particular, by a bush which is inserted in the interior of the housing 80b. The stop 156b limits movement of the electronic - -
  • the seat back impact prevention device 14b has at least one locking module 88b, which locks the seat back impact protection device 14b in a locking disposition.
  • the lock module 88b of the seat back suppression device 14b differs from the lock module of the corresponding seat back suppression device of the first embodiment of Figs. 1-3.
  • the lock module 88b has two locking elements 90b, 92b , which are designed as piston-shaped elastically deformable lever on.
  • the locking elements 90b, 92b are formed integrally with the element 84b.
  • the locking elements 90b, 92b are formed of an elastically deformable material.
  • the locking elements 90b, 92b extend in the assembled state from the element 84b towards a first end of the housing 80b.
  • the locking elements 90b, 92b are spaced from one another. With a first end facing the element 84b, the locking elements 90b, 92b are respectively connected to the element 84b. In the direction of their second ends, which face away from the element 84b, the locking elements 90b, 92b have an increasing distance.
  • the two locking elements 90b, 92b together form a positive-locking element 16b in the region of their second ends.
  • Positive locking element 1 16b is formed by two mutually facing notches 120b, 122b in the inner sides of the locking elements 90b, 92b.
  • the indentations 120b, 122b in the locking elements 90b, 92b face each other.
  • the indentations 120b, 122b are introduced at the same distance from the element 84 into the respective locking element 90b, 92b. Together, the two indentations 120b, 122b form a triangular shape in an undeflected state of the locking elements 90b, 92b.
  • a tip of the triangular form-fitting element 1 16b is directed in the direction of the element 84b.
  • the locking module 88b has a positive locking element 124b fixed to the housing.
  • the positive locking element 124b is rigidly connected to the housing 80b.
  • the positive locking element 124b extends transversely through the interior of the housing 80b.
  • the positive-locking element 124b is equivalent to the form-locking element 16b formed by the locking elements 90b, 92b.
  • the positive locking element 124b has a triangular cross-section. - -
  • the form-fitting element 124b has a different cross-section, such as a semicircular shape, a circular shape or an elliptical shape.
  • the corresponding form-locking element 16b formed by the locking elements 90b, 92b would accordingly be designed to be equivalent.
  • the form-closing element 124b is formed by a triangular-shaped bolt which is guided through the interior of the housing 80b.
  • the bolt which forms the positive-locking element 124b is firmly connected to the housing 80b.
  • the positive-locking element 124b is in the
  • the positive-locking element 124b and the positive-locking element 16b are connected to one another in a form-fitting manner. Thereby, the seat back impact prevention device 14b is locked and a force can be transmitted via the seat back impact prevention device 14b between the seat back 10b and the seat member 12b.
  • the seat back impact prevention device 14b includes an inertia module 16b.
  • the inertia module 16b is provided to at least partially unlock the seat back cushions securing device 14b in the event of a crash.
  • the inertia module 16b is substantially the same design as the inertia module of the first embodiment of Figures 1 to 3.
  • the inertia module 16b is formed by a mass member 108b, which is arranged axially displaceable in the interior of the housing 80b.
  • the mass member 108b is disposed at a first axial end of the housing 80b.
  • the mass element 108b has a differently shaped actuating contour 110b.
  • the actuating contour 1 10b is convex.
  • the actuating contour 1 10b has a convex cone shape.
  • the actuating contour 1 10b extends inwardly from a radially outer area in the direction of the locking elements 90b, 92b from a first end of the mass element 108b, which faces the locking elements 90b, 92b.
  • the inertia module 16b is provided to release the form-fitting connection between the positive-locking elements 16b, 124b.
  • the convexly wedge-shaped actuating contour 1 10b is provided for pushing apart the locking elements 90b, 92b so as to hold the housing-fixed molding contour 90b, 92b. , -
  • the actuating contour 1 10b is provided to deflect the locking elements 90b, 92b from its rest position.
  • the mass element 108b is provided for deflecting the locking elements 90b, 92b to push apart the locking elements 90b, 92b at their second end in each case.
  • the seat-back cuff-securing device 14b has at least one spring element 1 12b, which is provided to support the inertia module 16b in its
  • the seat back impact prevention device 14b includes a retardation member 30b.
  • the delay element 30b is provided for receiving inertial energy of the seat back 10b after the partial decoupling of the seat back suppression device 14b.
  • the delay element 30b is the same as the corresponding delay element of the scholarlehnenaufschlag Anlagenellessvortechnisch from the first embodiment of Figures 1 to 3.
  • the delay element 30b differs from the corresponding delay element of the scholarlehnenaufschlag redesign felicittation of the first embodiment of Figures 1 to 3
  • the delay element 30b is formed as a damping element.
  • the delay element 30b designed as a damping element is intended to absorb kinetic energy without plastic deformation.
  • the delay element 30b is designed as a gas pressure spring.
  • the delay element 30b is intended to receive energy by flowing a fluid.
  • the delay element 30b has an aperture 150b which separates two chambers 152b, 154b from each other.
  • the shutter 150b is fixedly connected to the member 84b.
  • the orifice 150b separates the two chambers 152b, 154b in the interior of the housing 80b radially inward from the element 84b to radially outward of the housing 80b from each other.
  • the orifice 150b has a plurality of through holes, not shown, through which the two chambers 152b, 154b, which are separated from each other by the orifice 150b, are fluidly connected to one another. Through the through holes, fluid can pass from one chamber 152b into the other chamber 154b.
  • the fluid may be a gas or a liquid.
  • the through holes are closed in a normal state of membranes, which are destroyed in a crash by the movement of the element 84b and the fluid and thus release the through holes.
  • the backrest cradle securing device 14b may be locked in the locking position again after being partially uncoupled.
  • the element 84b is moved relative to the housing 80b by movement of the backrest 10b, so that the positive-locking element 16b of the locking elements 90b, 92b and the housing-connected positive-locking element 124b again engage.
  • the locking elements 90b, 92b are again pressed over the form-locking element 124b and snap with their indentations 120b, 122b through a restoring force generated by the deflection of the locking elements 90b, 92b back into the form-locking element 124b.
  • the legislative wisdomi securing device 14 b is again in the locked position and the backrest locked again.
  • FIGS. 7 to 10 show an aircraft seat device according to the invention in a third exemplary embodiment.
  • the aircraft seat device is part of an aircraft seat, not shown.
  • the aircraft seat device comprises a backrest and a seat component according to the preceding embodiments, which are not described here.
  • the seat member is formed as a transverse stiffening unit intended to stiffen the seat back in the transverse stiffening unit transverse direction.
  • the aircraft seat apparatus includes a seat back impact prevention device 14c.
  • the seat back impact prevention device 14c is provided, at least in a normal operating state, to rigidly connect the backrest and the seat component in a locking position.
  • the seat back guard securing device 14c is corresponding to FIGS
  • Backrest guard securing devices of the preceding embodiments connected to the backrest and the seat member.
  • forces may be transferred from the seat back to the seat member via the seat back cushions 14c.
  • the seat back impact protection device 14 c is provided to partially decouple the seat back from the seat component in at least one operating condition.
  • the seat back guard 14c decouples the seat back from exposure to the seat back
  • the backrest On impact forces on the backrest of the seat component.
  • the backrest is intended to be locked again in a Verriegeis Ecuador after the partial decoupling.
  • the seat back impact prevention device 14c includes a housing 80c.
  • the housing 80c is provided to house the seat back caterpillar 14c.
  • the housing 80c comprises a connection element, not shown in more detail, via which the housing 80c is coupled in the mounted state to the seat component.
  • the seat back impact prevention device 14c includes a member 84c axially slidably supported in the housing 80c.
  • the element 84c is designed as a piston element.
  • the formed as a piston element element 84c extends in the assembled state in the interior of the housing 80c.
  • the element 84c comprises a connecting element, not shown in detail, via which the element 84c is coupled in the mounted state to the backrest.
  • the seat back guard 14c has a lock module 88c which locks the seat back guard 14c in a locking disposition.
  • the lock module 88c of the seat back caterpillar 14c is different from the latch module of the corresponding seat back cuff securing apparatus of the preceding embodiments.
  • the locking module 88c comprises a coupling element 1 18c.
  • the coupling element 1 18c is formed as a ball.
  • the housing 80c and the element 84c are connected in a Verriegeis occidental via the coupling element 1 18c with each other.
  • the element 84c has a recess 126c in which the coupling element 1 18c formed as a ball is arranged in the Verriegeis occidental.
  • the recess 126c is not drawn to scale for clarity.
  • the recess 126c is not as deep as shown in the figures to prevent tilting of the coupling member 1 18c.
  • the housing 80c forms a shoulder 128c. In the Verriegeis republic the coupling element 1 18
  • the seat back impact prevention device 14c includes an inertia module 16c.
  • the backrest cusp securing device 14c has the inertia module 16c.
  • the inertia module 16c is further provided to at least partially unlock the seatback carking assurance device 14c in the event of a crash.
  • the inertia module 16 c is formed by a mass element 108 c, which is arranged axially displaceable in the interior of the housing 80 c.
  • the inertia module 16c is disposed above the coupling member 1 18c and holds the coupling member 1 18c in the recess 126c of the member 84c.
  • the positive connection between the housing 80c and the element 84c is secured via the inertia module 16c. If the inertia module 16c deflected in a crash against a direction of flight, the inertia module 16c releases the coupling element 1 18c and the positive connection between the housing 80c and the element 84c via the coupling element 1 18c is released.
  • the seat back cushions securing device 14c is thereby at least partially unlocked, and the element 84c may be axially displaced within the housing 80c.
  • the backrest cusp securing device 14c to have further coupling elements 18c and depressions 126c, via which the housing 80c and the element 84c are positively connected to one another.
  • the seat-back cuff-securing device 14c has a spring element 12c which is designed to hold the inertia module 16c in its locking position.
  • the spring element 1 12c is formed according to the preceding embodiments.
  • the spring element 1 12c is formed as a spiral spring.
  • the spring element 12c is disposed between the inertia module 16c and a support wall 130c of the element 84c. In Verriegeis Ecuador the element 84c abuts with the support wall 130c on an inner wall of the housing 80c.
  • the housing 80c has an opening 132c on its periphery. In principle, it is also conceivable that the housing 80c has at its periphery more of these openings 132c, for which the following description can also be used.
  • the opening 132c is disposed at a rear end of the housing 80c.
  • the support Wall 130c projects into the opening 132c of the housing 80c.
  • the seat back impact prevention device 14c has a leaf spring member 134c.
  • the leaf spring member 134c is fixedly attached to an outside of the housing 80c and projects into the opening 132c. With a loose end, the leaf spring element 134c lies in the locking position on the support wall 130c of the element 84c (see FIG. 7).
  • the support wall 130c has a predetermined breaking point 136c at a height of a lower edge of the opening 132c.
  • the area above the predetermined breaking point 136c is intended to break off at an edge 138c of the opening 132c during a crash when the element 84c is axially displaced within the housing 80c (see FIG. 9). If the region above the predetermined breaking point 136c is broken off, the supporting wall 130c can be moved within the housing 80c.
  • the predetermined breaking point 136c it would also be conceivable for the supporting wall 130c to have a joint that pivots the area above the joint. It would be conceivable that the support wall 130c instead of the predetermined breaking point 136c has a film hinge, through which the upper portion is hinged when it abuts against the edge 138c of the opening 132.
  • the seat back impact prevention device 14c has a stopper 156c.
  • the stopper 156c is provided to limit the element 84c to a maximum position in the housing 80c.
  • the stopper 156c is formed by the support wall 130c, which is supported on the housing 80c.
  • the stopper 156c limits movement of the member 84c in the housing 80c toward the rear end of the housing 80c. In the locked position, the stopper 156c abuts the rear end of the housing 80c.
  • the seatback impactor device 14c includes a retardation member 30c.
  • the delay element 30c absorbs at least a portion of inertial forces acting on the seatback in the event of a crash. To accommodate the inertial energy, the delay element 30c is intended to be plastically deformed.
  • the delay element 30c is disposed between the inertia module 16c and the support wall 130c.
  • the delay element 30c is clamped and deformed between the inertia module 16c, which is supported on the shoulder 128c of the housing 80c, and the support wall 130c, thereby absorbing energy (see FIG. 9).
  • the backrest can be brought back into a locking relationship via the backrest cusp securing device 14c.
  • the element 84c is again pushed back into the housing 80c.
  • the support wall 130c of the member 84c is clamped between an inner wall of the housing 80c and the leaf spring member 134c, and thus locked in the lock pitch.
  • FIG. 11 shows an aircraft seat device according to the invention in a fourth exemplary embodiment.
  • the aircraft seat device is part of a partially shown aircraft seat 32d.
  • the aircraft seat 32d is part of an aircraft, not shown.
  • the aircraft seat 32d is elevated in an assembled state in an aircraft cabin of the aircraft.
  • the aircraft seat apparatus includes a seat back 10d.
  • the backrest 10d is intended to allow a person sitting on the aircraft seat 32d, part of which is the aircraft seat device, to support their backs on the backrest 10d.
  • the backrest 10d is hinged to a seat divider, not shown, via a bearing 68d pivotally.
  • the aircraft seat apparatus further comprises a seat member 12d.
  • the seat member 12d is formed as a transverse stiffening unit that is provided to stiffen the seat back 10d in the transverse stiffening unit transverse direction.
  • the seat component 12d designed as a transverse reinforcement unit is provided to connect one side of the aircraft seat 32d, part of which is the aircraft seat device, to the other side of the aircraft seat 32d.
  • the aircraft seat device has a seat bottom 58d. In principle, it is also conceivable that the seat component 12d as a seat bottom - -
  • the seat bottom 58d forms a seat.
  • the seat bottom 58d is coupled to the seat back 10d.
  • the aircraft seat apparatus includes a seat back impact prevention device 14d.
  • the seat back impact prevention device 14d is provided, at least in a normal operation state, to rigidly connect the seat back 10d and the seat member 12d in a locking pitch. In the normal operating condition, which depicts normal and proper use of the aircraft seat 32d, forces may be transmitted from the seat back 10d to the seat member 12d via the seat back caterpillar 14d.
  • the backrest impact protection device 14d is provided for partially decoupling the backrest 10d from the seat component 12d in at least one operating state.
  • the seat back impact prevention device 14d is formed like a seat back impact prevention device described in the preceding embodiments.
  • the aircraft seat device includes an additional force element 140d.
  • the additional force element 140d is provided to at least temporarily accelerate the backrest 10d immediately before the partial decoupling.
  • the additional force element 140d is designed as a gas spring.
  • the additional force element 140d is designed as a mechanical spring element or an electro-magnetic spring element.
  • the additional force element 140d is designed as a pyrotechnic element that provides its additional force by a pyrotechnic effect.
  • the additional force element 140d is functionally arranged between the backrest 10d and the seat component 12d.
  • the additional force element 140d is functionally arranged between a housing 80d of the backrest safety device 14d and an element 84d movably mounted in the housing 80d.
  • the additional force element 140d has a first connection point 142d, via which the additional force element 140d is rigidly connected to the housing 80d.
  • the attachment point 142d is arranged on a housing 144d of the additional force element 140d.
  • the auxiliary force member 140d provides a spring force that pushes apart the mutually movable parts of the seat back caterpillar 14d, such as the housing 80d and the member 84d. In the locked condition of the seat back impact prevention device 14d, the auxiliary force element 140d has no influence on the system.
  • the auxiliary force element 140d can provide its spring force, thus pushing the element 84d and the housing 80d apart.
  • the spring force provided by the additional force element 140d acts in the same direction as the deceleration force during the crash.
  • an adjustment of the backrest 10d is first accelerated.
  • a risk of injury to a passenger can be advantageously reduced because the seat back is additionally accelerated and an impact force of a head of a passenger sitting on the rear passenger seat on the seat back 10d can be reduced because a differential speed between the head of the passenger and the seat back is advantageously reduced can be.
  • the backrest 10d After the additional acceleration of the backrest 10d by the additional force element 140d, the backrest 10d, as in the previous embodiments by a delay element, which will not be described here, delayed.
  • a description of the delay element and all other not shown and described elements of the aircraft seat device can be taken from the previous embodiments. , ,

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de siège d'avion comportant au moins un dossier (10a; 10b), au moins un élément de siège (12a ; 12b) couplé au dossier (10a; 10b) et au moins un mécanisme (14a ; 14b ; 14c) de protection du dossier contre les chocs qui est prévu, dans au moins un état de fonctionnement normal, pour relier le dossier (10a ; 10b) et l'élément de siège (12a ; 12b) de manière rigide dans une position de verrouillage et, dans au moins un autre état de fonctionnement, lors d'un découplage au moins partiel du dossier (10a ; 10b) par rapport à l'élément de siège (12a ; 12b), pour réduire au moins partiellement les forces des chocs sur le dossier (10a ; 10b) au moins en cas d'accident. Selon l'invention, le dossier (10a ; 10b) est prévu pour être re-verrouillé dans une position de verrouillage après le découplage partiel.
EP15733750.2A 2014-07-02 2015-07-02 Dispositif de siège d'avion Pending EP3164332A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014109285 2014-07-02
PCT/EP2015/065130 WO2016001374A1 (fr) 2014-07-02 2015-07-02 Dispositif de siège d'avion

Publications (1)

Publication Number Publication Date
EP3164332A1 true EP3164332A1 (fr) 2017-05-10

Family

ID=53499018

Family Applications (2)

Application Number Title Priority Date Filing Date
EP15733750.2A Pending EP3164332A1 (fr) 2014-07-02 2015-07-02 Dispositif de siège d'avion
EP15733464.0A Active EP3164331B1 (fr) 2014-07-02 2015-07-02 Dispositif de siège d'avion

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP15733464.0A Active EP3164331B1 (fr) 2014-07-02 2015-07-02 Dispositif de siège d'avion

Country Status (4)

Country Link
US (2) US10259583B2 (fr)
EP (2) EP3164332A1 (fr)
DE (1) DE102015110705A1 (fr)
WO (2) WO2016001374A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016001374A1 (fr) * 2014-07-02 2016-01-07 Recaro Aircraft Seating Gmbh & Co. Kg Dispositif de siège d'avion
EP3347273B1 (fr) 2015-09-11 2022-02-16 Safran Seats USA LLC Mécanisme de retournement de dossier de siège consolidé
DE102016207519A1 (de) * 2016-05-02 2017-11-02 Siemens Aktiengesellschaft Fahrzeug für den öffentlichen Personenverkehr
GB2561548B (en) * 2017-03-31 2019-07-17 Acro Aircraft Seating Ltd Energy absorbing device
DE102017117175A1 (de) 2017-07-28 2019-01-31 Recaro Aircraft Seating Gmbh & Co. Kg Flugzeugsitzvorrichtung
CN110775085B (zh) * 2017-11-06 2020-12-08 北京交通大学 具有滚珠解锁机构的安全座椅
FR3080364B1 (fr) 2018-04-19 2020-05-08 Zodiac Seats France Systeme de deverrouillage par inertie d'un dossier de siege
FR3091678B1 (fr) * 2019-01-14 2022-06-17 Autoliv Dev Dispositif d'assise réglable en hauteur
US11400839B2 (en) * 2020-09-22 2022-08-02 Ford Global Technologies, Llc Energy absorbing vehicle seat

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2660222A (en) * 1952-05-29 1953-11-24 Leland A Woodsworth Safety seat for vehicles
US5295729A (en) 1992-02-18 1994-03-22 General Motors Corporation High retention seat back
US5454622A (en) 1993-07-27 1995-10-03 Flight Equipment & Engineering Limited Vehicle seats
US5743591A (en) * 1996-10-04 1998-04-28 Atoma International, Inc. Vehicle seat having hydraulic actuator
US5722722A (en) * 1997-01-14 1998-03-03 Lear Corporation Vehicle seat energy absorber
DE19853981B4 (de) 1997-11-21 2017-01-05 Johnson Controls Components Gmbh & Co. Kg Kraftfahrzeugsitz
US6224131B1 (en) 1999-09-21 2001-05-01 Mohammad Shammout Reactive seat system
GB0022628D0 (en) * 2000-09-15 2000-11-01 Britax Rumbold Ltd Vehicle passenger seat
US7401852B2 (en) * 2006-06-08 2008-07-22 Lear Corporation Actuatable back panel for a vehicle seat
FR2931403B1 (fr) * 2008-05-22 2010-04-23 Sicma Aero Seat Dispositif d'absorption de choc et siege comportant un tel dispositif
WO2010054411A1 (fr) 2008-11-04 2010-05-14 Charles Taylor Phillips Réducteur d’impact
DE102011122186A1 (de) * 2011-12-27 2013-07-11 Recaro Aircraft Seating Gmbh & Co. Kg Sitzvorrichtung
DE102012108352A1 (de) * 2012-09-07 2014-03-13 Recaro Aircraft Seating Gmbh & Co. Kg Sitzenergieabsorptionsvorrichtung
WO2016001374A1 (fr) * 2014-07-02 2016-01-07 Recaro Aircraft Seating Gmbh & Co. Kg Dispositif de siège d'avion

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2016001374A1 *

Also Published As

Publication number Publication date
US10259583B2 (en) 2019-04-16
US20170152047A1 (en) 2017-06-01
US10479507B2 (en) 2019-11-19
EP3164331A1 (fr) 2017-05-10
WO2016001375A1 (fr) 2016-01-07
WO2016001374A1 (fr) 2016-01-07
DE102015110705A1 (de) 2016-01-07
EP3164331B1 (fr) 2020-03-18
US20170152048A1 (en) 2017-06-01

Similar Documents

Publication Publication Date Title
EP3164332A1 (fr) Dispositif de siège d'avion
DE102012016884B4 (de) Verstellvorrichtung für ein schwenkbares Komfortelement, insbesondere für eine Armlehne eines Fahrzeugs
EP2096007B1 (fr) Dispositif de protection de piétons au capot avant d'un véhicule automobile
EP3606825A1 (fr) Dispositif de siège, en particulier dispositif de siège d'avion
WO2019180213A1 (fr) Ensemble formant siège de véhicule
EP2610178B1 (fr) Dispositif destiné à s'y asseoir
DE102011085510A1 (de) Betätigungsvorrichtung und Verfahren zum Betätigen einer Schließvorrichtung eines Fahrzeugs
EP3512738B1 (fr) Siège enfant
EP3002396B1 (fr) Poignée
DE102014226472B4 (de) Lehnenstruktur mit beweglichem Abschnitt und Kraftfahrzeug
EP3626518A1 (fr) Dispositif de sécurité pour un siège auto dans un véhicule
DE10159847B4 (de) Aktive Rückenlehne für Kraftfahrzeugsitze als Unfallsicherheitsvorrichtung
DE102011082148B4 (de) Pedalanordnung mit einen Trennkeil aufweisender Sicherheitseinrichtung
DE10052838B4 (de) Armlehne, insbesondere Mittelarmlehne eines Kfz
DE10009291A1 (de) Armlehne mit Staufach und verriegelbarem Deckel
DE10052829B4 (de) Vorrichtung zur Arretierung eines beweglichen Körpers, insbesondere in einem Kfz und Armlehne
WO2004037603A1 (fr) Limiteur de mouvement conçu en particulier pour des elements pivotants d'un siege de vehicule
EP2146868B1 (fr) Appuie-tête actif pour banquette arrière d'automobile
DE10155661A1 (de) Schutzeinrichtung an einer verstellbaren Fahrzeughaube
DE102005002393B3 (de) Fahrzeuginsassen-Schutzvorrichtung mit Sicherheitsgurtanordnung und ventilationsgesteuertem Seitenairbag
DE4405753C1 (de) Sicherheitseinrichtung für Sitze
EP3658458B1 (fr) Dispositif siège d'avion
DE102007003990A1 (de) Duales Sicherheitssitzsystem für Land-, Wasser- und Luftfahrzeuge
DE3936375C1 (fr)
DE102011082150A1 (de) Pedalanordnung mit Sicherheitseinrichtung

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170130

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20180905

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS