GB2603145A

GB2603145A - An aircraft seat assembly

Info

Publication number: GB2603145A
Application number: GB2101111.9A
Authority: GB
Inventors: Doherty Ciaran; Hutchinson Joanna; Gaudeau Jean-Christophe; K Glain Arthur; James Smith Patrick; Rees-Gralton Thomas; Payton Richard
Original assignee: Safran Seats SA; Safran Seats GB Ltd
Current assignee: Safran Seats SA; Safran Seats GB Ltd
Priority date: 2021-01-27
Filing date: 2021-01-27
Publication date: 2022-08-03
Also published as: GB202101111D0

Abstract

An aircraft seat assembly (130, figure 1a) comprising a seat (140, figure 1a) with a backrest 150, and a seat pan 160 providing a seat pan surface (161, figure 1a). The seat pan surface being moveably mounted with respect to the backrest such that it can be moved to a safety position 164 by a safety actuation mechanism which comprises a safety actuator 181b.There is an actuation controller (not shown), for controlling the safety actuator, it comprises an emergency alert signal receiver for receiving an emergency alert signal, and an actuation control signal output for sending an actuation control signal to the safety actuator. When the actuation controller receives the emergency alert signal, the at least one safety actuator is controlled to cause the seat pan surface to move to the safety position. The seat pan surface in the safety position may act to impede movement of the passenger. The safety actuator may comprise an inflatable airbag, bladder, or a gas piston. In the safety position, the seat pan is almost vertical. The safety actuator may be located within or under the seat pan.

Description

AN AIRCRAFT SEAT ASSMEBLY

BACKGROUND OF THE INVENTION

The present disclosure relates to an aircraft seat assembly.

The present invention concerns aircraft seat assemblies. More particularly, but not exclusively, this invention concerns an aircraft seat assembly comprising a seat, the seat comprising a backrest, and a seat pan, providing a seat pan surface, the seat pan surface being moveably mounted with respect to the backrest.

The invention also concerns an aircraft seat unit and a method of operating an aircraft.

One of the major concerns with aircraft seating is to provide as comfortable experience as possible, especially for first class or business class passengers. In those classes, it is usual to provide a seat that is convertible from a seat configuration to a lie flat bed configuration.

Various regulations apply during taxi, take-off and landing (TTL) that are designed to reduce injuries in the case of an emergency and to allow a swift evacuation of the aircraft cabin, should that be necessary. For example, the regulations require that injuries, and in particular head injuries, are avoided in a 16G crash test. The regulations also require there to be an evacuation within 90 seconds. During TTL, the seat is kept in its 2 0 seat configuration to enable these regulations to be met. In particular, the passenger must be prevented from "submarining" (i.e, sliding) under the seat belt so as to prevent injuries, such as lower abdominal or spinal injuries However, during cruise, the passenger can use the seat in the bed configuration.

A passenger may wish to try and get as much sleep as possible and so may wish to 2 5 use the seat in its bed configuration during TTL. This may be especially true during relatively short flights (for example between 3 to 5 hours), where the boarding and TTL time is a significant proportion of the total time spent on the aircraft by the passenger.

However, this is not currently possible because of the safety concerns and regulations mentioned above.

GB2579778 discloses potential ways the certification requirements of TTL may be met. One of these is by providing an inflatable bladder over a knee region of the passenger to "pin down" the passenger if an impact is detected (causing the inflatable bladder to inflate). Another way is by providing a torso harness for the passenger. However, it is not yet known if these measures would meet the requirements.

The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft seat assembly.

SUMMARY OF THE INVENTION

The present invention provides, according to a first aspect, an aircraft seat assembly comprising a seat, the seat comprising a backrest, and a seat pan, providing a seat pan surface, the seat pan surface being moveably mounted with respect to the backrest such that it can be moved with respect to the backrest to a safety position, and a safety actuation mechanism, for actuating movement of the seat pan surface to the safety position, the safety actuation mechanism comprising at least one safety actuator for causing movement of the seat pan surface to the safety position, and an actuation controller, for controlling the at least one safety actuator, the actuation controller 2 0 comprising an emergency alert signal receiver for receiving an emergency alert signal, and an actuation control signal output for sending an actuation control signal to the at least one safety actuator, configured such that, in use, when the actuation controller receives the emergency alert signal, the at least one safety actuator is controlled to cause the seat pan surface to move to the safety position.

The sending of the actuation control signal, and the actuation of the at least one safety actuator, is done automatically in reaction to an impact, or other emergency alert, rather than a comfort choice by the passenger. In other words, the passenger (or other user, for example a cabin crew member) is not able to actuate the at least one safety actuator.

The safety actuator may be configured to move the seat pan surface to the safety position in less than 200 milliseconds, preferably less than 100 milliseconds and most preferably in less than 50 milliseconds after receiving the actuation control signal. The time taken for the movement of the seat pan surface to the safety position may be less than 100 milliseconds and preferably less than 50 milliseconds.

The safety actuator may be or may not be attached to the seat pan.

The seat may be a convertible seat, convertible into a bed configuration from a seat configuration. In the bed configuration, the seat pan and backrest may be substantially horizontal. They may be substantially co-planar.

The conversion may be by a reclining motion of the seat pan and/or backrest.

Having the seat pan surface moveable to a safety position, especially from the bed configuration or a reclined position, may allow a passenger in the seat to utilise the bed configuration, or a reclined position, during taxi, take-off and landing (TEL). In other words, the seat pan surface movement may provide enough resistance to a passenger "submarining" under a seat belt, or otherwise moving towards the front of the seat (away from the backrest and towards a foot rest/leg rest of the seat assembly, if there is one). This may enable the use of the bed or reclined position to satisfy the various TTL certification requirements of the seat.

The foot rest or leg rest, if there is one, may be substantially horizontal in the bed configuration. It may be substantially co-planar with the seat pan in the bed configuration.

The seat may further comprise a seat belt. The seats belt may be lap belt and/or a 3 point fixing belt. The seat belt may comprise a retractable spool mechanism and/or a quick release buckle.

Preferably, the emergency alert signal receiver is suitable for receiving an impact detection signal.

For example, the signal may indicate that the aircraft has had a heavy landing or otherwise impacted an object. The signal may be from an impact detection mechanism, either in the seat assembly, the seat unit comprising the seat assembly or installed elsewhere, for example a central mechanism for a number of, e.g. all, seat assemblies, in the aircraft. The signal may be electronic or may be manual and/or physical. For example, an impact experienced may directly trigger the safety actuator. The signal may be able to be manually generated if, for example, if an impact event is anticipated by a pilot of the aircraft.

Preferably, the safety position of the seat pan surface is a position in which the seat pan surface acts to impede movement of a passenger in the seat in the direction from a head portion of the backrest towards the seat pan.

In other words, prevent sliding of the passenger forwards along the seat, if the seat is facing towards the front of the aircraft (and especially if the seat is substantially forward facing, e.g. substantially aligned with the aircraft direction of forward travel) and the aircraft's forward motion is decelerated rapidly, for example from impact with an object in front of the aircraft More preferably, the safety position of the seat pan surface is one in which the seat pan surface has moved towards the backrest, compared to a reclined or bed configuration position of the seat pan surface.

In other words, the seat pan surface has moved towards a vertical orientation above the backrest.

2 0 Preferably, the safety actuator comprises an inflatable airbag or a gas piston.

The safety actuator may be a rapid (quick deployment) actuator. It may only be able to be actuated in one direction in a rapid motion. It may only be able to be actuated in one direction.

Preferably, the seat pan is pivotally mounted with respect to the backrest such that, in 2 5 use, the at least one safety actuator causes pivotal movement of the seat pan, including the seat pan surface.

For example, the whole seat pan is pivoted with respect to the backrest when the seat pan is moved to the safety position. -5 -

More preferably, the seat pan is pivotally mounted with respect to the backrest about a pivot axis arid wherein the seat comprises a recline mechanism, the recline mechanism is configured to also pivot the seat pan about the same pivot axis.

The reclining mechanism is for moving the seat between a seat configuration and a bed configuration and vice versa. The relative movement of the backrest and seat pan can be actuated firstly by the recline mechanism, for example during normal use, controlled by a passenger or crew member, based on the configuration desired and chosen. The relative movement of the backrest and seat pan can be actuated secondly by the at least one safety actuator, for example during emergency use, and automatically in reaction to an impact, or other alert, rather than a comfort choice by the passenger.

The pivot axis may be located near or adjacent to the rear of the seat pan. The pivot axis may be located near or adjacent to the bottom of the backrest.

The recline movement may involve different positions and relative angles of the seat pan and backrest, compared to the safety actuator movement.

Movement of the seat pan surface to a safety position may occur from any number of relative (original) positions of the seat pan and backrest, but may be especially advantageous when the seat pan and backrest provide a reclined or bed configuration. For example, the seat pan surface may move to a safety position, from a substantially horizontal bed configuration, or a substantially reclined position, such as in a "zero 2 0 gravity" position.

Preferably, in the safety position, the seat pan is substantially vertical. For example, the seat pan may be within 20 degrees of vertical.

For example, the seat pan may have been moved by substantially 90 degrees (for example by 70 degrees) from a substantially horizontal bed configuration position. In the 2 5 bed configuration, the seat pan may have been substantially coplanar with the backrest.

The backrest may have been substantially horizontal.

Here, the upper legs of the passenger (above the knees) are moved, by the seat pan, to be substantially vertical. This, this prevents the passenger from sliding forward/down along the seat and/or submarining under a seatbelt. -6 -

Alternatively, or additionally, the at least one safety actuator is located within the seat pan, under the seat pan surface, and is configured such that, when actuated, it causes the seat pan surface to move independently of other parts of the seat pan The safety actuator may be located at a front portion of the seat pan, such that a front portion of the seat pan surface moves. This location is generally under the knees of a passenger in the seat. This causes the passengers knees to bend and lift up, and impedes submarining and/or forwards motion of the passenger.

Here, the safety actuator may comprise an inflatable airbag.

Preferably, the safety actuation mechanism also comprises a backrest safety actuator for causing movement of the backrest to a backrest safety position.

The backrest safety position may be one in which the backrest has moved towards the seat pan, compared to a reclined or bed configuration position of the backrest. In other words, the backrest has moved towards a vertical orientation. This acts to dissipate energy.

'the backrest safety actuator may be the same or may be separate to the seat pan surface safety actuator.

The backrest may pivot about a usual recline pivot axis of the backrest, when caused to move by the backrest safety actuator.

According to a second aspect of the invention there is also provided an aircraft seat 2 0 unit comprising the aircraft seat assembly as described above.

The seat unit may also comprise a foot rest, leg rest, console, seat shell, privacy screen, doorway and/or table, for example.

Preferably, the seat unit further comprises a furniture item and wherein the furniture item is provided with an inflatable airbag.

2 5 The airbag may be caused to inflate by the safety actuation mechanism or by a separate actuation mechanism, The airbag may prevent injury to a passenger, for example caused by a part (e.g. leg, arm, head) of the passenger coming into contact with the furniture item, for example due to passenger movement caused by an impact. The furniture item may be a console. -7 -

According to a third aspect of the invention there is also provided a method of operating an aircraft, including the step of providing on the aircraft an aircraft seat assembly as described above or providing an aircraft seat unit as described above.

It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention. For example, the method of the invention may incorporate any of the features described with reference to the apparatus of the invention and vice versa.

DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which: Figure I a shows side schematic view of an aircraft seat unit according to a first embodiment of the invention, with a passenger in the seat of the seat unit, the seat in a bed configuration; Figure lb shows a side schematic view of the aircraft seat unit of Figure la, with the passenger in the seat of the seat unit, the seat in an emergency configuration; and Figure 2a shows a side schematic view of an aircraft seat according to a second embodiment of the invention, the seat in a "zero gravity" reclined configuration; and Figure 2b shows a side schematic view of the aircraft seat of Figure 2a, the seat in an 2 0 emergency configuration.

DETAILED DESCRIPTION

Figure la shows side schematic view of an aircraft seat unit 100 according to a first embodiment of the invention, with a passenger 190 in the seat 140 of the seat unit, the seat in a bed configuration 163. Figure lb shows a side schematic view of the aircraft seat unit 100, with the seat in an emergency configuration 164.

The aircraft seat unit 100 comprises a shell 110, providing a wall to delineate the aircraft seat unit 100 and to provide privacy to the passenger 190. The unit 100 also -8 -comprises a furniture console 120 located against the shell 110 and above the feet 197 of the passenger 190, when lying on the seat 140 in the bed configuration 164.

The aircraft seat unit 110 also comprises an aircraft seat assembly 130, comprising a footrest 180 and a seat 140 (including backrest 150, with head region 151, seat pan 160, with upper seat pan surface 161 and a seatbelt 170, for extending around the lap of the passenger 190). The seat is reclineable between a seat configuration (not shown) and a bed configuration shown in Figure I a.

The seat pan 160 is pivotally mounted to the backrest 150 and is able to pivot about pivot axis 162 (shown in Figure lb). In Figure I a, the seat pan 160 has been pivoted so that it is horizontal. The backrest 150 is also horizontal and co-planar with the seat pan and the passenger 190 is lying on the seat in this bed configuration 163.

A head 191 of the passenger is located resting upon the head region 151 of the backrest 150. A torso 192 of the passenger rests on the backrest 150. The legs 193 rest upon the seat pan 160, and specifically the upper seat pan surface 161 of the seat pan. The legs 193 and feet 197 also rest upon the footrest 180 which is also substantially horizontal and located adjacent and co-planar the seat pan 160.

Importantly, there is an inflatable airbag 181, shown in its deflated, normal configuration 181a, located adjacent the footrest 180 and underneath (but not attached to) the seat pan 160. This airbag 181 is connected to a controller (not shown) so that it can 2 0 receive an actuation control signal. Upon receiving this signal, the airbag rapidly inflates within 30-50 milliseconds to its inflated configuration 181b, shown in Figure lb. The controller (not shown) comprises an impact detection signal receiver for indicating that the aircraft or seat 140 has experienced an impact. Hence, it can send the actuation signal to the airbag 181 upon receiving the impact detection signal. The impact 2 5 detection signal is received from an impact detection device.

As the airbag 180 inflates, it pushes up on the underside of the seat pan 160 and causes the seat pan 160 to pivot about the pivot axis 162 to an emergency position 164, where it has moved towards the backrest 150 and to a near vertical position (at approximately 70 degrees from horizontal). In doing so, the legs 193 of the passenger 190 have been caused to move. Namely, upper 194 legs of the passenger have been bent at the waist to follow the new angle of the seat pan 160. The knees 195 of the passenger are also bent, and the lower legs 196 have been raised off the footrest 180 to a near horizontal position.

This prevents the passenger sliding forwards in the seat and prevents them from "submarining-under the seatbelt 170.

The aircraft seat unit 100 also comprises a console airbag 121, shown in its deflated, normal configuration 121a, located underneath the console 120. This airbag 121 is connected to the controller (not shown) so that it also can receive an actuation control signal. Upon receiving this signal, the airbag rapidly inflates within 30-50 milliseconds to its inflated configuration 121b, shown in Figure I b.

Inflated, the airbag 12 I b provides a buffer to prevent the lower legs 196 of the passenger from hitting the console 120 and thereby prevent injury.

Figure 2a shows a side schematic view of an aircraft seat 240 according to a second embodiment of the invention, the seat in a "zero gravity" reclined configuration and Figure 2b shows the seat in an emergency configuration.

In the following description, where there are similar elements, the numbering of Figures la and lb will be used, prefixed by a "2" instead of a "1".

The seat 240 includes a backrest 250, with head region 251, a seat pan 260, with upper seat pan surface 261, and a legrest 265. The seat 240 is reclineable into a "zero 2 0 gravity" position shown in Figure 2a.

The seat pan 260 is pivotally mounted to the backrest 250 and is able to pivot about pivot axis 262 (shown in Figure 2a) to change the recline position of the seat 240.

Importantly, there is an inflatable airbag 266, having a deflated, normal configuration 266a, located underneath the seat pan surface 261 but within the seat pan 260 itself. This 2 5 airbag 266 is connected to a controller (not shown) so that it can receive an actuation control signal. Upon receiving this signal, the airbag rapidly inflates within 30-50 milliseconds to its inflated configuration 266b, shown in Figure 2b.

The controller (not shown) is similar to the controller of Figures I a and I b.

-10 -As the airbag 266 inflates, it causes the seat pan surface 261 to deform to an emergency position 164, where it has moved out from the rest of the sat pan 260 In doing so, the knees of a passenger in the seat would have been caused to raise up.

This prevents the passenger sliding forwards in the seat.

Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

The airbags may be replaced by gas pistons, or any other suitable actuation mechanism. There may be more than one actuation mechanism used.

The backrest 150, 250 may also be caused to pivot by the controller, or a separate controller. The backrest 150, 250 may be caused to pivot forwards towards the seat pan 160, 260 to dissipate energy.

The airbag or gas piston etc. may be attached to the seat pan.

The signal received by the controller may be an alert signal from a pilot, for example, in anticipation of an impact, or another emergency situation.

Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. t will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.

It should be noted that throughout this specification or should be interpreted as "and/or".

Claims

CLAIMSI. An aircraft seat assembly comprising i) a seat, the seat comprising: -a backrest, and -a seat pan, providing a seat pan surface, the seat pan surface being moveably mounted with respect to the backrest such that it can be moved with respect to the backrest to a safety position, and ii) a safety actuation mechanism, for actuating movement of the seat pan surface to the safety position, the safety actuation mechanism comprising: 1C) -at least one safety actuator for causing movement of the seat pan surface to the safety position, and -an actuation controller, for controlling the at least one safety actuator,the actuation controller comprising: - an emergency alert signal receiver for eceiving an emergency alert signal, and - an actuation control signal output for sending an actuation control signal to the at least one safety actuator, configured such that, in use, when the actuation controller receives the emergency alert signal, the at least one safety actuator is controlled to cause the seat pan surface to move to the safety position.
2. An aircraft seat assembly as claimed in claim 1, wherein the emergency alert signal receiver is suitable for receiving an impact detection signal.
-12 - 3. An aircraft seat assembly as claimed in claim 1 or claim 2, wherein the safety position of the seat pan surface is a position in which the seat pan surface acts to impede movement of a passenger in the seat in the direction from a head portion of the backrest towards the seat pan.
4. An aircraft seat assembly as claimed in claim 3, wherein the safety position of the seat pan surface is one in which the seat pan surface has moved towards the backrest, compared to a reclined or bed configuration position of the seat pan surface.
5. An aircraft seat assembly as claimed in any preceding claim, wherein the safety actuator comprises an inflatable airbag or a gas piston.
6. An aircraft seat assembly as claimed in any preceding claim, wherein the seat pan is pivotally mounted with respect to the backrest such that, in use, the at least one safety actuator causes pivotal movement of the seat pan, including the seat pan surface.
7. An aircraft seat assembly as claimed in claim 6, wherein the seat pan is pivotally mounted with respect to the backrest about a pivot axis and wherein the seat comprises a recline mechanism, the recline mechanism being configured to also pivot the seat pan about the same pivot axis.
8. An aircraft seat assembly as claimed in claim 6 or claim 7, where n in the safety position, the seat pan is substantially vertical.
9. An aircraft seat assembly as claimed in any of claims I to 5, wherein the at least one safety actuator is located within the seat pan, under the seat pan surface, and is configured such that, when actuated, it causes the seat pan surface to move independently of other parts of the seat pan.
10. An aircraft seat assembly as claimed in any preceding claim, wherein the safety actuation mechanism comprises a backrest safety actuator for causing movement of the 2 5 backrest to a backrest safety position.
-13 - 11. An aircraft seat unit comprising the aircraft seat assembly of any preceding claim.
12. An aircraft seat unit as claimed in claim Ii, further comprising a furniture item and wherein the furniture item is provided with an inflatable airbag.
13. A method of operating an aircraft, including the step of providing on the aircraft an aircraft seat assembly as claimed in any of' claims 1 to 10 or providing an aircraft seat unit as claimed in claim 11 or 12.