GB2496452A - Aircraft seat with position and condition sensors - Google Patents

Aircraft seat with position and condition sensors Download PDF

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Publication number
GB2496452A
GB2496452A GB1119620.1A GB201119620A GB2496452A GB 2496452 A GB2496452 A GB 2496452A GB 201119620 A GB201119620 A GB 201119620A GB 2496452 A GB2496452 A GB 2496452A
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GB
United Kingdom
Prior art keywords
seat
text
aircraft
controller
ttl
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.)
Withdrawn
Application number
GB1119620.1A
Other versions
GB201119620D0 (en
Inventor
Arthur Jerrett
Luke Poradowski
John Thorp
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.)
ALMEC EAS Ltd
Original Assignee
ALMEC EAS Ltd
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 ALMEC EAS Ltd filed Critical ALMEC EAS Ltd
Priority to GB1119620.1A priority Critical patent/GB2496452A/en
Publication of GB201119620D0 publication Critical patent/GB201119620D0/en
Publication of GB2496452A publication Critical patent/GB2496452A/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
    • B64D11/0639—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with features for adjustment or converting of seats
    • B64D11/064—Adjustable inclination or position of seats
    • 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
    • B60N2/002—Seats provided with an occupancy detection means mounted therein or thereon
    • 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
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • 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
    • B60N2/90—Details or parts not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
    • B64D11/062—Belts or other passenger restraint means for passenger seats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
    • B64D11/0639—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with features for adjustment or converting of seats
    • B64D11/06395—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with features for adjustment or converting of seats characterised by the arrangement of electric motors for adjustment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
    • B64D11/0639—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with features for adjustment or converting of seats
    • B64D11/0641—Seats convertible into beds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS 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
    • B64D11/0639—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with features for adjustment or converting of seats
    • B64D11/0643—Adjustable foot or leg rests

Abstract

An aircraft seat 1 has a backrest 6 and footrest7 that are movable between a reclined position and a Taxi, Take-off or Landing (TTL) position by means of actuators 3a,3b via a control panel 9. The actuators include position encoders for producing a position signal indicating if the seat is in the TTL position. The seat also has an occupancy sensor 10 for producing an occupancy signal indicating if the seat is occupied. The seat also has a seat belt 12 and includes a seat belt sensor 14 for producing a seat belt signal indicating if the seat belt buckle 13 is fastened. The signals produced by the position and condition sensors are fed to a controller 5 which is configured to determine if the seat is ready for taxi, take-off or landing.

Description

AIRCRAFT SEAT
This invention relates to an aircraft seat.
Aircraft seats are often fitted with motorized control systems for adjusting the relative position and orientation of their constituent parts. Typically, the aircraft seat is configured to move between an upright normal' position, to either a relaxed', reclined' or sleep' position, or somewhere in between by virtue of one of more actuators. The aircraft scat may also include other devices such as reading lights, lumbar support, massage devices etc. The aircraft seat includes a control panel such that a seat occupant may adjust the relative position and orientation of the seat parts and control the other features of the seat. The control panel therefore cooperates with a controller configured for controlling the seat. The aircraft seat also includes an interface unit, for receiving power and optionally data from the aircraft's central cabin system.
Whilst this functionality is desirable, there are times during aircraft flight when the seat must be in a certain position. That is, whilst the aircraft is in taxi, take-off or landing (TTL), the seat's back rest must be in an upright position and the seat's foot rest must be stowed (known as the TTL position'). Conventionally, before taxi, the aircrew must check that every seat is in the TTL position. If not, the crewmember must either ask the occupant to correct it, or if the seat is unoccupied, correct it themselves. In some cases, this can lead to air rage' incidents when the crewmember must repeatedly ask a disobedient occupant to correct the position of their seat. The crewmember may not externally command the seat to move to the TTL position, as unexpected movement of an occupied seat could result in injury to the occupant and is therefore not allowed.
It is therefore desirable to alleviate some or all of the above problems.
According to a first aspect of the invention, there is provided an aircraft seat, having a Taxi, Take-off or Landing (TTL) position and a seat-belt, comprising a position sensor, for producing a position signal indicating if the seat is in the TTL position, an occupancy sensor, for producing an occupancy signal indicating if the seat is occupied, a seat belt sensor, for producing a seat belt signal indicating if the seat belt is fastened, and a controller, for receiving the position signal, the occupancy signal and the seat belt signal, and configured for determining if the seat is ready for Taxi, Take-off or Landing.
The controller of the aircraft seat of the present invention reduces the workload of an aircraft crewmember. That is, the controller may indicate to the crewmember if a seat is ready for taxi, take-off or landing, by checking if the seat is in the TTL position, and if so, checking whether the seat is occupied. If the seat is not occupied, then the seat is ready for taxi, take-off or landing. If the seat is occupied, the controller may then check if the seat-belt is fastened. If the seat-belt is fastened, the seat is ready for taxi, take-off or landing, and vice-versa.
Therefore, the controller may communicate this information to the aircraft's central cabin system. The central cabin system may then aggregate this information from each seat, and display the results to the crewmember. The crewmember may therefore quickly check if all seats so equipped are ready for taxi, take-off or landing. If any one seat is not ready for taxi, take-off or landing, the aircraft's central cabin system may report that seat's shortcoming (e.g. not in the TTL position or seat-belt not fastened) to the crewmember.
The controller may further comprise a data port, for receiving data from an aircraft central cabin system. Therefore, the aircraft's central cabin system may send a data signal to the controller indicating that the TTL position is required, which may, in the event the seat is unoccupied, cause the seat to automatically move to the TTL position. Furthermore, the controller may lock the seat in the TTL position, for example by overriding any commands from the seat occupant to move away from the TTL position. Also, if the seat is not in the TTL position and is occupied, the controller may indicate this to the crewmember by a warning light.
Preferably, the data port is also for sending data to the aircraft's central cabin system.
Therefore, the controller may send data signals indicating status information about the seat, e.g. whether it has a fault condition.
The aircraft seat may be positioned in an aircraft cabin, and the controller may further comprise a backlit control panel and a light sensor configured for sensing a cabin brightness level in the aircraft cabin, wherein a backlight brightness level of the backlit control panel is dependent on the brightness level in the aircraft cabin. Therefore, the backlight brightness level may be automatically dimmed at night when, for example, the seat occupant is trying to sleep.
Preferably, the backlight brightness level is varied after a delay in a change of the brightness level in the aircraft cabin. Therefore, the backlight brightness level doesn't change unnecessarily when, for example, the seat occupant's hand passes over the control panel.
According to a second aspect of the invention, there is provided a method of determining if an aircraft seat is in a Taxi, Take-off or Landing (TTL) position, the aircraft seat having a Taxi, Take-off or Landing (IlL) position and a seat-belt, comprising a position sensor, for producing a position signal indicating if the seat is in the TTL position, an occupancy sensor, for producing an occupancy signal indicating if the seat is occupied, a seat belt sensor, for producing a seat belt signal indicating if the seat belt is fastened, and a controller, for receiving the position signal, the occupancy signal and the seat belt signal, and configured for determining if the seat is ready for Taxi, Take-off or Landing, the method comprising the step of the controller determining if the seat is in the TTL position. If the seat is in the TTL position, the method may further comprise the step of the controller determining whether the seat is occupied. If the seat is occupied, the method may further comprise the step of the controller determining whether the seat-belt is fastened.
According to a third aspect of the invention, there is provided a controller for an aircraft seat, the aircraft seat having a Taxi, Take-off or Landing (TTL) position, a seat-belt, a position sensor for producing a position signal indicating if the seat is in the TTL position, an occupancy sensor for producing an occupancy signal indicating if the seat is occupied, and a seat belt sensor for producing a seat belt signal indicating if the seat belt is fastened, the controller comprising input means, for receiving the position signal, the occupancy signal and the seat belt signal; and processing means, configured for determining if the seat is ready for Taxi, Take-off or Landing.
Embodiments of the invention will now be described, by way of example, and with reference to the drawings in which: Figure 1 is a side view of a preferred embodiment of an aircraft seat of the present invention; Figure 2 is a flow-diagram illustrating a process performed by a controller of the aircraft seat of Figure 1; Figure 3 is a side view of a control panel of the aircraft scat of Figure 1; and Figure 4 is a graph illustrating cabin brightness level against backlight brightness level of the control panel of Figure 3.
A preferred embodiment of an aircraft seat 1 of the present invention will now be described with reference to Figures 1 to 4. The aircraft seat 1 has a taxi, take-off or landing position (hereinafter, TTL position'), and a first and second actuator 3a, 3b for moving a backrest 6 and a footrest 7 of the aircraft seat 1 away from or towards the IlL position. The first and second actuators 3a, 3b include position encoders (not shown) for producing a position signal representing the position of the aircraft seat 1. In this embodiment, the position signal is either positive or negative, indicating that the aircraft seat is in or out of the IlL position respectively.
The aircraft seat 1 also has a control panel 8 (which, in this embodiment, includes a controller 5) and a interface unit 9. The control panel 8 allows the seat occupant to command the first and second actuators 3a, 3b to move (thus moving the backrest 6 and footrest 7 away from or towards the TTL position) and is configured to receive the position signal from the actuators 3a, 3b.
The seat 1 also includes a seat occupancy sensor 10, a seat belt 12, a seat belt buckle 13, and a seat belt sensor 14. The seat occupancy sensor 10 is configured to produce a positive or negative occupancy signal when the seat is occupied or unoccupied respectively, and communicate this occupancy signal to the controller 5. Similarly, the seat belt sensor 14 is configured to produce a positive or negative belt signal when the seat belt 12 is fastened or unfastened to the seat belt buckle 13 respectively, and communicate this belt signal to the controller 5.
Thus, as shown in more detail in Figure 2, the controller 5 may determine whether the aircraft seat 1 is ready for taxi, take-off or landing according to the following process. That is, the controller 5 receives the position, occupancy and belt signals from the position encoders, occupancy sensor 10 and seat-belt sensor 14 respectively. Firstly, the controller checks if the seat 1 is in the TTL position by checking whether it has received a positive or negative signal from the position encoders. If the seat 1 is not in the TTL position, then the controller 5 determines that the seat 1 is not ready for taxi, take-off or landing. If the seat is in the TTL position, then the controller 5 checks if the seat 1 is occupied by checking whether it has received a positive or negative occupancy signal from the occupancy sensor 10. If the seat I is not occupied, then the controllers determines that the seat 1 is ready for taxi, take-off or landing. If the seat 1 is occupied, then the controller 5 checks if the seat belt 12 is fastened by checking whether it has received a positive or negative belt signal from the seat-belt sensor 14. If the seat belt 12 is not fastened when the seat 1 is occupied, then the controller 5 determines that the seat 1 is not ready for taxi, take-off or landing. However, if the seat-belt 12 is fastened when the seat 1 is occupied, then the controller 5 determines that the seat 1 is ready for taxi, take-off or landing.
The controller 5 may also send/receive data signals to, for example, the aircraft's central cabin system, via the interface unit 9. The controller 5 thus produces a Ready for IlL' signal or a Not Ready for IlL' signal according to the result of the process outlined above, which, in this embodiment, is communicated to the aircraft's central cabin system via the interface unit 9.
This process therefore reduces the workload of the crewmembers as they may simply check the aircraft's central cabin system to determine whether the seats are ready for taxi, take-off or landing. Thus, the crewmember does not need to individually check all seats.
Furthermore, the aircraft's central cabin system may send a data signal to the controller 5 indicating that the IlL position is required. If the seat is unoccupied, then the controller 5 may cause the actuators 3a, 3b to move the seat 1 automatically to its TTL position, or if it is occupied, indicate to the occupant (e.g. via a warning light or in-flight entertainment system) that he must adjust his/her seat ito the IlL position. Furthermore, if the seat 1 is in the TTL position, the controller 5 overrides a command at the control panel S to subsequently move. Thus, locking the seat 1 in the IlL position.
There is a further benefit of having an occupancy sensor 10. That is, when the controller 5 receives a negative occupancy signal from the occupancy sensor 10, it may command the seat 1 to be in a power saving state. That is, power to the actuators 3a, 3b may be reduced or switched off entirely (with the exception of when movement towards the IlL position is required). Furthermore, the controller 5 may switch off power to any other non-essential features of the seat 1, for example, a massage cycle, reading lights, power ports etc. This a helps reduce the workload of a crewmember in an emergency situation, and reduces power consumption of the seat 1 and the aircraft.
The skilled reader will understand that this power saving state may be initiated by the controller 5 at any time, in particular when the central cabin system indicates that the aircraft is in an emergency power saving mode, for example following an engine failure.
The data interface between the seat 1 and the aircraft's central cabin system has benefits during servicing and maintenance of the aircraft. That is, the aircraft's central cabin system is configured to send a data signal to the controller 5, commanding the seat 1 to move to a cleaning position' (e.g. where the footrest is moved up such that a cleaner may clean under the seat). Thus, the crewmember may command all seats on the aircraft (or a particular section thereof) to move simultaneously, saving time. This also works in conjunction with the occupancy sensor, such that if the controller 5 has received a positive occupancy signal from the occupancy sensor, the controller 5 does not move the seat 1 (thus ensuring that the occupied seat 1 does not move unexpectedly). Furthermore, the seat 1 may transmit status and diagnostic information in response to a status request from the aircraft's central cabin system (for example, that an actuator 3a, 3b is not working), which reduces the time taken to identify and fix problems with the seat 1.
In this embodiment, the control panel 8 is a backlit control panel and also includes a light sensor 20. The control panel 8 is shown in more detail in Figure 3. The control panel 8 includes a graphic layer 22, a light guide 24, and a circuit board 26. The graphic layer 22 is visible to the seat occupant and is reverse printed. An opaque layer of ink is printed over the graphic ink, such that the backlighting only illuminates the areas of graphic ink alone. The light guide 24 is made from clear plastic and is configured to distribute light from one or more light sources 28 across the graphic layer 22. The circuit board 26 includes the light sources 28, button contacts 29, and other electronic components such as a light sensor 20.
The light sensor 20 is positioned inside a hole in the light guide 24. The hole is lined (e.g. with opaque ink) to prevent the light sensor 20 reading from being affected by any light emitted from the light sources 28. The graphic layer 22 in this region is printed to blend in with the graphic design of the switch panel, thereby ensuring that the light sensor 20 is not noticed by the user. The graphic layer 22 above the hole is not covered with opaque ink, allowing the light sensor 20 to react to changes in a cabin brightness level outside the control panel 8.
Therefore, the light sensor 20 produces a light-level signal which indicates the brightness level in the cabin outside the control panel 8, and communicates this light-level signal to the controller 5. In response, the controller 5 is configured to vary the brightness level of the light sources 28 in proportion to the cabin brightness level.
In this embodiment, as shown in the graph of Figure 4, if the light-level signal indicates that the cabin brightness level is below a first threshold ("A"), then the controller 5 will set the brightness level of the light source 28 to a lower level ("C"). If the light-level signal indicates that the cabin brightness level is above a second threshold ("B"), then the controller Swill set the brightness level of the light source 28 to a higher level ("D"). If the light-level signal indicates that the cabin brightness level is between the first and second threshold, then the brightness level of the light source 28 is set in proportion to the cabin brightness level. The skilled reader will understand that the relationship need not be linear, for example a curved or a stepped line could be defined between the two points (AC) and (3D).
In an alternative embodiment, the controller 5 is configured to switch the light source between two brightness levels depending on whether the light-level signal indicates that the cabin brightness level is above or below a third threshold. This switching may be instantaneous, or may be programmed to take place over a period of time (e.g. to fade over a few seconds).
In this embodiment, the controller 5 is configured to wait a period time (e.g. 15 seconds) after receiving a light-level signal indicating a drop in cabin brightness level before varying the brightness level of the light source 28 in response. This prevents the controller 5 from changing the backlight brightness level in the event of temporary darkening, e.g. due to the seat occupant's hand passing over the control panel 8.
Furthermore, the backlight brightness level may be changed in response to the seat occupant's direct command on the control panel 8, in response to the occupant sensor 10 indicating that the seat 1 is not occupied (e.g. such that the backlight is turned off to save power), or in response to a command from the aircraft's central cabin system (e.g. from the crewmember).
The skilled reader will understand that it is not essential for controller 5 to send or receive data. There are therefore three exemplary examples of aircraft seat, a first example wherein the seat does not send or receive data, a second example wherein the seat receives data but does not send data, and a third example wherein the seat sends and receives data.
In the first example, wherein the seat does not send or receive data, the seat 1 cannot communicate with the aircraft's central cabin system. However, in this example, the seat 1 may further comprise a TTL light, which indicates to the crewmember whether the seat 1 is in or not in the TTL position (according to the process as outlined above).
In the second example, wherein the seat 1 receives data but does not send data, the seat 1 can receive data from the aircraft's central cabin system. Therefore, controller 5 may receive data indicating that the TTL position is required. If the seat 1 is unoccupied, then the seat 1 can automatically reposition itself to the TIL position by controlling the actuators Sa, 3b accordingly. If the seat is occupied, but not in the TTL position, then the seat may illuminate a TTL light, informing the crewmember that intervention is required. Furthermore, if the seat 1 is in the TTL position and the controller 5 receives data indicating that the TTL position is required, it may block movement away from the TIL position by overriding any user commands to control the actuators 3a, 3b. Once the controller 5 receives data indicating that the TTL position is no longer required, full functionality may be restored.
Furthermore, in the second example, the aircraft's central cabin system may send data to the controller 5 indicating that the seat 1 should operate in the power-save mode or move to a preset position (e.g. for TTL, boarding or cleaning).
In the third example, wherein the seat 1 sends and receives data, the seat I may send and receive data to or from the aircraft's central cabin system. Therefore, the seat 1 may send a data signal to the aircraft's central cabin system indicating that the seat 1 is in the TTL position. Thus, the aircraft's central cabin system may display the status of each seat (i.e. whether each seat is in the TTL position or not) to the crewmember, which saves time during the crew's pre-flight checks. The skilled reader will understand that the IlL indicator light on each seat may optionally be retained in this example configuration.
Furthermore, in the third example, the seat 1 may send a data signal to the aircraft's central cabin system indicating that the seat is occupied, indicating that there is a fault with the seat 1 and indentifying that fault, indicating maintenance and fault history, or indicating information regarding the seat control systems (e.g. part numbers, serial numbers and software build levels). These data signals are sent only in response to a command (e.g. from the aircraft's central cabin system) where a response is required. Thus, no other data signals are sent by the seat, minimizing the risk of spurious commands being sent that could adversely affect other systems.
The seat 1 may also send or receive commands from an in-flight entertainment system (either directly or via the aircraft's central cabin system). In this example this capability could be used to allow the occupant to control in-flight entertainments in addition to motorised seat and comfort features using a single, integrated in-flight entertainment system control panel.
Thus, the controller 5 checks the data connection (i.e. the in-flight entertainment and/or aircraft central cabin system) for commands on a regular basis (e.g.10 to 100 times per second), to ensure there is no noticeable delay in implementing a command from the occupant. The skilled person will understand that the controller 5 could be used to send commands to the in-flight entertainment system whereby the in-flight entertainment system could be controlled from the actuation system control panel.
The skilled person will understand that whilst the description above describes a control panel 8 including a controller 5 configured to carry out several functions, these functions may be implemented by a separate controller, which may communicate with the control panel 8 for input commands from the user. The controller may be positioned elsewhere on the seat 1, e.g. on the actuators 3a, 3b.
The skilled person will also understand that the light sensor 20 need not be positioned inside the control panel 8, but may be positioned elsewhere on the seat 1. Furthermore, the controller 5 may communicate with a light sensor positioned elsewhere in the aircraft cabin (e.g. in the event the control panel 8 is positioned adjacent the user's leg, where it may be frequently blocked).
The skilled reader will understand that the TTL position definition need not be limited to only two actuators, but could include any number of actuators (one or more). The skilled reader will also understand that not all actuators fitted in the seat need necessarily to be part of the TTL position, for example a headrest actuator could be at any point in its travel and the controller would still recognise the seat as being in TTL position.
In the above embodiment, the actuators may be operated via a command at the control panel. The skilled reader will understand that it is possible for the actuators to be operated individually, moving just the backrest or the footrest alone, or for them to function simultaneously (e.g. to convert the seat into a bed, or vice-versa).
The skilled person will also understand that the position encoder is not essential. Rather, any form of position sensor for producing a position signal indicating if the seat is in the TTL position would be suitable for the present invention.
The skilled person will understand that any combination of features is possible without departing from the scope of the invention, as claimed.

Claims (1)

  1. <claim-text>CLAIMS1. An aircraft seat having a Taxi, Take-off or Landing (TTL) position and a seat-belt, comprising a position sensor, for producing a position signal indicating if the seat is in the TTL position; an occupancy sensor, for producing an occupancy signal indicating if the seat is occupied; a seat belt sensor, for producing a seat belt signal indicating if the seat belt is fastened; and a controller, for receiving the position signal, the occupancy signal and the seat belt signal, and configured for determining if the seat is ready for Taxi, Take-off or Landing.</claim-text> <claim-text>2. An aircraft seat as claimed Claim 1, fuither comprising a data port, for receiving data from an aircraft central cabin system.</claim-text> <claim-text>3. An aircraft seat as claimed in Claim 2, wherein the data port is also for sending data to the aircraft central cabin system.</claim-text> <claim-text>4. An aircraft seat as claimed in any preceding claim, wherein the aircraft seat is for an aircraft cabin, the controller further comprising a backlit control panel and a light sensor configured for sensing a cabin brightness level in the aircraft cabin, wherein a backlight brightness level of the backlit control panel is dependent on the brightness level in the aircraft cabin.</claim-text> <claim-text>5. An aircraft seat as claimed in Claim 4, wherein the backlight brightness level is varied after a delay in a change of the brightness level in the aircraft cabin.</claim-text> <claim-text>6. A controller for an aircraft seat, the aircraft seat having a Taxi, Take-off or Landing (TTL) position, a seat-belt, a position sensor for producing a position signal indicating if the seat is in the TTL position, an occupancy sensor for producing an occupancy signal indicating if the seat is occupied, and a seat belt sensor for producing a seat belt signal indicating if the seat belt is fastened, the controller comprising input means, for receiving the position signal, the occupancy signal and the seat belt signal; and processing means, configured for determining if the seat is ready for Taxi, Take-off or Landing.</claim-text> <claim-text>7. A controller as claimed in Claim 6, further comprising a data port, for receiving data from an aircraft central cabin system.</claim-text> <claim-text>8. A controller as claimed in Claim 7, wherein the data port is also for sending data to the aircraft central cabin system.</claim-text> <claim-text>9. A controller as claimed in any one of Claims 6 to 8, wherein the aircraft seat is for an aircraft cabin, the controller further comprising a backlit control panel and a light sensor configured for sensing a cabin brightness level in the aircraft cabin, wherein a backlight brightness level of the backlit control panel is dependent on the brightness level in the aircraft cabin.</claim-text> <claim-text>10. A controller as claimed in Claim 9, wherein the backlight brightness level is varied after a delay in a change of the brightness level in the aircraft cabin.</claim-text> <claim-text>11. An aircraft seat as herein described with reference to and as shown in the accompanying drawings.</claim-text> <claim-text>12. A controller as herein described with reference to and as shown in the accompanying drawings.</claim-text> <claim-text>13. A method of determining if an aircraft seat is in a Taxi, Take-off or Landing (TTL) position, the aircraft seat having a Taxi, Take-off or Landing (TTL) position and a seat-belt, comprising a position sensor, for producing a position signal indicating if the seat is in the TTL position, an occupancy sensor, for producing an occupancy signal indicating if the seat is occupied, a seat belt sensor, for producing a seat belt signal indicating if the seat belt is fastened, and a controller, for receiving the position signal, the occupancy signal and the seat belt signal, and configured for determining if the seat is ready for Taxi, Take-off or Landing, the method comprising the step of: the controller determining if the seat is in the TTL position.</claim-text> <claim-text>14. A method as claimed in Claim 13, wherein if the seat is in the TTL position, the method further comprises the step of the controller determining whether the seat is occupied.</claim-text> <claim-text>15. A method as claimed in Claim 14, wherein if the seat is occupied, the method further comprises the step of the controller determining whether the seat belt is fastened.</claim-text> <claim-text>16. A method as herein described with reference to and as shown in any one of the accompanying drawings.</claim-text>
GB1119620.1A 2011-11-14 2011-11-14 Aircraft seat with position and condition sensors Withdrawn GB2496452A (en)

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GB1119620.1A GB2496452A (en) 2011-11-14 2011-11-14 Aircraft seat with position and condition sensors

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