PT110364B - HYBRID SEAT FOR PEOPLE WITH REDUCED MOBILITY IN AIR TRANSPORT. - Google Patents

Abstract

THIS INVENTION REFERS TO A MOBILE SEAT (2) HYBRID FOR THE TRANSPORT OF PASSENGERS WITH REDUCED MOBILITY IN AIR TRANSPORT THAT WORKS AS A SEAT IN THE AIRCRAFT AND, AT THE SAME TIME, ALLOWS THE MOVEMENT OF THE PASSENGER INSIDE AND OUT OF THE AIRPLANE. THE BACKS (3) OF THE MOBILE SEAT (2) PROPOSED FIT THE BACK SUPPORT OF THE FIXED SEAT STRUCTURE OF THE AIRCRAFT THROUGH A FITTING AND DISCHARGING SYSTEM (6). THE MOBILE SEAT (2) HAS ROTARY REAR HANDLES (4), LIFTING ARM SUPPORTS (5), FOUR ROTARY WHEELS (7) AND THEIR BRAKE AND BRAKING SYSTEMS (8) AND ROTATION SYSTEMS (9) WHEELS AND SUPPORTS FEET (10) WITH THE CORRESPONDENT EXTENSIBLE MECHANISMS (11).

Description

DESCRIPTION

HYBRID SEAT FOR PEOPLE WITH REDUCED MOBILITY IN AIR TRANSPORT

FIELD OF THE INVENTION

Technical field in which the invention is inserted

The present invention is part of the field of aircraft seating structures for passengers and passenger embarkation and disembarkation systems, namely, development of new technology, equipment and passenger transport systems with reduced mobility inside and outside (airport) of the aircraft . It was originally designed to respond to problems related to the transport of passengers with reduced mobility (PRM) in air transport. The air transport of PRM and the consequent requirement for specialized services is increasing, thus becoming a prominent challenge for both airports and airlines, in terms of resources - human and material - and operations logistics. The optimization of resources and operating times is one of the focuses of air transport players, so the logistics associated with PRM is a topic of greater relevance and economic impact for this sector.

State of the art

Almost all projections indicate increased mobility in air transport, with the number of annual departures rising to more than 16 billion by 2050. As such, manufacturers and operators in the aviation industry are expected to invest in new cabin configurations to accommodate the growing mass of passengers.

When choosing an aircraft model, the company adopts a strategic positioning according to market requirements. Different markets have different positioning strategies and different business models. Air carriers represent a very competitive market, and customer requirements, such as the level of comfort and specialized services, are the focus of motivation for optimizing the interior configuration of the aircraft. The companies use the passenger experience to differentiate themselves, with the configuration of the cabin (seats, bathrooms, corridors ...) a condition to remain competitive and to attract and retain customers. The innovations in the cabin design reflect the customer's requirements and flight experiences. However, there are other requirements, such as weight, regulations, operating times and economic interests that also influence design choices (Hall et al., 2013). As such, in most cases, the cabin configuration is dedicated to the experience of the conventional passenger, neglecting the passenger with reduced mobility, which is the most profitable target population.

Since the late 1990s, there has been a growing recognition of people with reduced mobility as a profitable target population. His desire to travel has generated several studies on the impact of disabilities on decision support processes, and travel experience and satisfaction. Academics and legislators focused on identifying barriers to accessibility and mobility, with various strategies for mitigating discriminatory obstacles and negative impacts felt by these people having been proposed and implemented. However, the constraints felt during the trip do not in themselves alienate the PRM, it is the fact that they often feel helpless that mediates the withdrawal of the transport systems. As such, it is important to create and provide a greater variety of opportunities for the development of a better travel experience and confidence and, consequently, to empower the population with reduced mobility.

Air transport has many restrictions for people with reduced mobility. There are many accessibility difficulties, as well as all the necessary logistics so that these passengers can move around at the airport and inside the aircraft.

growing worldwide recognition of PRM rights has meant that various means of public transport have adapted their vehicles and infrastructures, in order to provide equal access for all people.

Currently, around 80 million European citizens have motor difficulties, and by 2050 it is expected that around 25.1% of the European population will be over 65 years old. This means that, in a few years, the percentage of the population with reduced mobility will be much more significant, thus justifying an urgent investment in accessibility strategies by operators and airports.

The growing demand for specialized services for reduced mobility is becoming a major challenge for both airports and airlines in terms of human and material resources and operations logistics.

As already mentioned, this target population is increasing, not only because there are more people with reduced mobility, but also because they are more and more active. That is, clearly, the existing services and resources will soon be unable to cope with the growing demand and, consequently, quality and comfort will be compromised.

Airports, in particular, prepare their spaces and services based on the reality of the conventional passenger. However, by introducing the reality of PRM into the system, the entire network of processes may become complicated. That is, Standard procedures may be delayed and, consequently, the entire process chain will be compromised.

Physical transfers are one of the challenging difficulties experienced by PRMs in air transport. There are many obstacles, because additional equipment is required for boarding and disembarking, because conventional wheelchairs do not fit in the airplane’s aisle, because the aircraft’s bathrooms are too narrow even for an adapted wheelchair, and because for suppress any basic need during the flight the passenger's autonomy is compromised by the constant need for assistance. However, while some seat solutions adapted for PRM have already been developed, none have actually been approved and implemented.

A recent concern has to do with the number of economy class seats not being committed to the creation of seats that can only be used by PRMs.

Additionally, the space of movement of this type of seats can be a problem given the small area of the aircraft available for this purpose.

weight and costs associated with the structural changes necessary for the placement of a place to be used by PRM is another factor to be taken into account.

Aircraft seat designers generally do not consider PRMs, do not do so deliberately, but because it is difficult to design a universal seat that adapts to different types of reduced mobility. In addition, airline operators still see investment in seats adapted for PRM, especially in economy class, as an unprofitable solution; this because, they associate this adaptation to a reduction in the number of conventional places and to a higher cost of production.

The main concerns regarding seat design, in addition to mandatory considerations in terms of fuselage, materials, performance, etc., are dimensions, weight and production costs. The airlines want to optimize the cabin space and, at the same time, guarantee a reasonable level of comfort, maximum safety and minimum costs, considering the economy class. Most airplane seats use a fixed installation system, where modules of two or more seats or individual modules are then rigidly attached to the fuselage, in order to prevent them from moving during the flight or in the event of an incident / accident. Hence, due to the limited cabin space and the requirements for mounting and securing the seats, the implementation of a flexible seating solution for PRM has not yet been successful.

Consequently, several patent documents related to concepts of seats accessible to PRM have been filed to date. The following were analyzed:

• Patent No.: US 4,728,119 of March 1, 1988.

o Refers to a shell-shaped travel chair that attaches to the conventional seat structure and allows the transport of PRM without the need for additional physical transfers.

o Differences from the invention presented here:

It overlaps with the fixed seat;

The rear wheels are retractable;

swiveling effect of the seat is achieved only by the rotation of the wheels;

It appears that the seat is not reclining.

o Similarities to the invention presented here: Detachable seat with wheel system.

• Patent No. US 5,181,762 of January 26, 1993 o Refers to a wheelchair, with biomechanical support, with reclining backrest and armrests and feet rotating from horizontal to vertical position. The backrest is joined to the seat by an inverted U-frame, so that when it reclines the seat also rises with reclining.

o Differences from the invention presented here:

The wheelchair is not designed for aeronautical use;

There is no possibility of fitting in a fixed structure of aircraft seats;

back support provides support up to the cervical area;

Union of the back support with the seat by a U-inverted structure, implying dependence between both, that is, it is not possible to recline the back support in isolation;

The rear wheels are different in size from the front wheels;

The rear handles are attached to the backrest;

The armrests are rotatable and are attached to the backrest reclining system, so they follow the movement of the backrest;

The footrests are rotatable.

o Similarities to the invention presented here:

Wheelchair with simultaneous system of inclination of the backrest with elevation of the seat.

• Patent no .: US 5,413,187 of May 9, 1995 o Refers to a personal mobility vehicle, motorized, compact, suitable for narrow spaces and with good maneuverability in tight curves. It incorporates a cushioned seat, with back support, arms and foot support.

o Differences from the invention presented here:

It is a motorized wheelchair;

vehicle is not designed for aeronautical use;

There is no possibility of fitting in a fixed structure of aircraft seats;

It has 3 pairs of wheels, all with different dimensions;

back support is not reclining and supports up to the cervical;

It has no rear handles;

The armrests are fixed and static;

foot support is a platform fixed to the base structure.

o Similarities to the invention presented here: Seat with wheel system.

• Patent No: US 5,769,360 dated June 23, 1998.

o Refers to a seat and transport system for PRM inside the aircraft, which apparently consists of a corridor seat transformed into a wheelchair that fits and disengages from the adjacent fixed seats.

o Differences from the invention presented here:

The entire structure is detachable from the fixed seat part;

back support is the same as the conventional seat;

The wheels are under the apexes of the seat base;

swiveling effect of the seat is achieved only by the rotation of the wheels;

It appears that the seat is not reclining.

o Similarities to the invention presented here:

Detachable flexible seat with wheel system.

• Patent No.: WO 2008/033360 A2 of March 20, 2008 and US 8,152,101 B2 of April 10, 2012.

o Refers to an adapted wheelchair that is positioned laterally to the fixed seating structure through a rail, and is then fixed to the floor of the cabin by a nut / bolt mechanism.

o Differences from the invention presented here:

The wheelchair does not fit into the fixed seating structure;

Requires specific rails and fixing systems to the cabin floor;

The entire structure of the chair is mobile;

The backrest is the height of the conventional seat and does not recline;

The wheels are under the apexes of the seat base;

The swiveling effect of the seat is achieved only by the rotation of the wheels.

o Similarities to the invention presented here: Seat adapted with wheel system.

• Patent No.: US 2012/0292953 AI of November 22, 2012.

o Refers to a seat base that allows the fitting of different modules, namely, a conventional seat that fits and disengages in another module with wheels, thus becoming a wheelchair adapted to the dimensions of the aircraft's corridor;

o Refers to yet another type of unconventional seat module, which attaches to the fixed seat structure laterally, which fits and disengages in an automated wheeled module.

o Differences from the invention presented here:

The entire structure of the seat is detachable from the fixed seat part;

Requires use of modules to become mobile;

The wheels of the module are not swiveling, thus limiting the maneuverability of the chair;

For fitting the module with wheels, it is necessary to have a maneuver space with at least the same length as the seat;

It appears that the seat is not reclining.

o Similarities to the invention presented here: Detachable seat system.

The analysis of the state of the art shows that there is a fundamental limitation in the existing solutions because they are either limited to use inside the aircraft or they require a combination with other modules to become mobile. The latter requires that the adaptation modules are always available and functional in all aircraft, as well as their assembly and disassembly whenever the passenger wants to travel in the aircraft. In addition to the restrictions mentioned, the existing solutions necessarily imply that their usefulness is limited to use by PRM, since the design and construction is done in order to adapt to specific ergonomic requirements that can be uncomfortable for the conventional passenger.

Thus, when there are no PRM on board, the function of such a seat is no longer necessary and its usefulness ends, even becoming detrimental to the company.

Surprisingly, it was found that the solution provided by the present invention surpasses the limitations mentioned by presenting a design that allows it to work inside and outside the aircraft, as it does not need any other adaptation module and can also be used by a conventional passenger, allowing the same comfort as the other seats. In fact, after fitting into the conventional structure, the seat back is reclining like any other fixed seat. In this way, it is possible to diversify the functions and application conditions without compromising the number of places available.

With the present invention it is possible to obtain a seat that offers the same level of comfort to passengers with reduced mobility.

The hybrid nature, seat and wheelchair, allows for high flexibility, which is a beneficial factor in terms of accessibility and comfort. Likewise, the fact that it can operate inside and outside the aircraft, gives it greater versatility in the type of service where it can be used, both in terms of transporting PRM throughout the various airport processes and inside the aircraft (for example : go to the bathrooms).

mobile seat (2) hybrid proposed here, since it can be used as an accessible seat and a normal seat, it is not conditioned to the exclusive use by passengers with reduced mobility.

SUMMARY OF THE INVENTION

The present invention relates to a hybrid seat solution for PRM that serves as a seat and as a vehicle for transporting the passenger in and out of the aircraft. This is achieved by modifying the conventional seating structure of the commercial aircraft.

The modification in question transforms the aisle seat (1) into a movable seat (2) that has a locking and detaching system (6) for the fixed structure (14). The change essentially comes down to the fixed structure (14) of the aisle seat (1), without changing either the window seat (17) or the central seat (16). The movable seat (2) has a locking and detaching mechanism (6) which allows it to be fixed to the L-shaped rail (12) of the fixed structure (14), thus avoiding accidental detachments. Part of the back support of the aisle seat (1) of the fixed structure (14) has been modified to allow the back (3) of the movable seat (2) to fit into the fixed structure. The aisle seat (1) has rotating armrests (15), so that the movable seat (2) can easily enter and exit. The movable seat (2) has a reclining system (13) on its back that is only activated, that is, it only reclines when it is fitted to the fixed structure (14), allowing the reclining system (13) of the aisle seat (1) is preserved. The entire mobile structure features fittings that are simple to use by flight attendants.

Hybrid mobile seat (2) also includes footrests (10) with extensible mechanism (11), liftable armrests (5) and rotating rear handles (4) so that it can be pushed by the assistant staff. The swivel wheels (7) have a rotation system (9) and have locking and braking systems (8), thus preventing their turning and rotation when transferring the passenger.

The current invention implies slight modifications to the original structure, and it can be used by any passenger with or without reduced mobility without compromising comfort and safety. This can be placed anywhere in the aisle, without the need to modify any structural component of the aircraft. The possibility of fitting and unhooking allows the passenger to move in and out of the aircraft always in the same seat, thus avoiding the use of different transfer devices and, consequently, compromising their comfort.

movable seat (2) hybrid allows you to recline the back (3) and shrink the extensible footrests (10), like conventional aircraft seats.

hybrid mobile seat (2), object of the present invention, was developed based on the dimensions of an A320 aircraft corridor, configuration 3 - 3, and has four rotating wheels (7) that allow movement in two axes, that is, , lateral movement in the fitting and disengagement, and frontal movement to traverse the corridor.

In addition, changes to the fixed structure are minimal and the movable seat (2) hybrid only adds to the support base: swivel wheels (7), liftable armrests (5) and locking and dismounting system (6).

In one embodiment, the hybrid mobile seat (2) can be used by any passenger.

DESCRIPTION OF THE FIGURES

For an easier understanding of the invention, proceed with the detailed description of the figures presented below, which represent preferred embodiments which, however, are not intended to limit the object of the present invention.

The present invention is supported by the figures, in which:

Figure 1 shows the isometric view of the movable seat (2) hybrid, where you can see the back (3) of the movable seat (2), the rotating rear handles (4), the liftable armrests (5) in the high position , the locking and unclamping system (6) on the fixed structure, the swivel wheels (7) and the respective locking and braking systems (8) and wheel rotation (9), and the footrests (10) with the corresponding extensible mechanisms (11).

Figure 2 shows a traditional aircraft seat configuration, a window seat (17), a central seat (16) and aisle seat (1), including a hybrid mobile seat (2) accessible to passengers with reduced mobility. The movable seat (2) is detached from the fixed structure (14), being possible to observe the back (3) of the same, the rotating rear handles (4), the footrests (10) and the respective extensible mechanism (11 ), the lift armrests (5) and the swivel wheels (7) and the respective locking and braking systems (8). It is also possible to observe the fitting and disengaging system (6) and the back reclining mechanism (18) of the movable seat (2), as well as the L-fitting rail (12) on the aisle seat (1). The reclining system (13) of the back of the aisle seat (1) is also visible, as well as the rotating armrest (15) raised.

Figure 3 shows a traditional aircraft seating configuration, with a corridor seat (1) accessible to passengers with reduced mobility. Here, the hybrid mobile seat (2) is attached to the fixed structure (14) and the rotating wheels (7) retracted and the respective locking and braking systems (8) and the locking and detaching system (6) can be seen. , the footrests (10) and their extendable mechanism (11), the liftable armrests (5) in the low position, the rotating rear handles (4) in the vertical position and the rotating armrest (15) of the frame fixed (14) lifted. It consists of a corridor seat (1) including its back (3), a central seat (16), and a window seat (17). All of these seats are integrally connected to a fixed structure (14), with the same vertical and horizontal orientation.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to a hybrid seat for the transportation of passengers with reduced mobility in air transport (Figure 1) that functions as an aircraft seat (Figure 2 and Figure 3) and, at the same time, allows the passenger to move within and off the plane.

the fact that it is a non-modular solution and allows the passenger to be transported from the airport terminal area to the aircraft, and there functions as a seat and device to support movement within the plane, as well as being able to be used with the same level of comfort. by passengers without reduced mobility, makes this a unique concept for travel and accessibility for people with reduced mobility in air transport.

As used herein, the term fixed aisle seat structure (1) should be understood as the fixed structure (14) to the aircraft floor, which comprises the window seat (17), the center seat1 (16), the back of the aisle seat (1), the L-shaped rail (12) of the movable seat (2) and the aisle reclining system of the aisle seat (1).

movable seat (2) hybrid allows you to recline the back and shrink the extensible footrests, like conventional seats.

1- The reclining system (13) of the back of the aisle seat (1) is preserved. The back (3) of the movable seat (2) has an independent back reclining mechanism (18) that is only activated, that is, it only reclines when the movable seat (2) is attached to the fixed structure (14). The possibility of reclining the back when fitted to the fixed structure (14), gives it the same level of comfort as the normal seat. As such, it does not compromise the number of seats available on the aircraft, and can, at the same time, meet the requirements of both the airline and passengers.

2- The height of the back support of the aisle seat (1) remains the same as that agreed for commercial aircraft, only the fixed structure of the back of the aisle seat (1) will be partially changed, so that the seat back mobile (3) fit into the fixed structure (14).

3- The fixed structure of the back (3) of the movable seat (2) is not altered, since it fits on the back through the fitting and unhooking system (6). The height of the back (3) of the movable seat (2) is sufficient to provide security in the mobility of passengers with maintained postural control.

4- The extensible mechanism (11) allows, through two hollow shafts of rectangular section, which fit one inside the other, and the rotation of them under the movable seat (1), the collection of the footrests (10).

5- The rotation system of the wheels (9) allows them to rotate at an angle up to 45 °, making the movable seat (1) able to move in two axes, that is, laterally for fitting and disengaging, and frontally for walk down the corridor. The locking and braking system (8) ensures that the position of the rotating wheels (7) is fixed in each type of movement.

hybrid mobile seat (2), object of the present invention, was developed based on the dimensions of an A320 aircraft corridor, configuration 3 - 3, and has four rotating wheels (7) that allow movement in two axes, that is, , lateral movement in the docking and disengaging, and frontal movement to traverse the aircraft's corridor.

Additionally, changes to the fixed structure (14) are minimal and the movable seat (2) only adds to the support base: swivel wheels (7), footrest (10) with extensible mechanism (11), liftable armrests ( 5) and fitting and detaching system (6).

Hybrid mobile seat (2), according to the present invention, allows to limit to a minimum the number of transfers that the passenger with reduced mobility has to make during the flight.

Hybrid mobile seat (2) fits in the aisle seat (1) of a traditional aircraft seat configuration, that is, with a window seat (17), a central seat (16) and a corridor seat (1 ).

movable seat (2) hybrid presented here, has a fitting and unhooking system (6) that is attached to the aisle seat (1) of the fixed structure (14), through an L-fitting rail (12) with function of lock for fixing.

The backs (3) of the movable seat (2) follow the inclination of the backs of the aisle seat (1) through a reclining system (13). When disengaging, the back (3) of the movable seat (2) locks in order to prevent tilting in motion. The preservation of the reclining mechanism of the back support of the aisle seat (1) of the fixed structure (14), makes this seat have the same comfort as conventional seats and, therefore, it is functional for both passengers, with and without disabilities.

With the solution proposed in the present invention, the airline will not lose the number of conventional seats, but will gain seats suitable for PMRs.

The swivel wheels (7) have a locking and braking system (8) and a rotation system (9).

footrest (10) has an extensible mechanism (11) that allows it to be used by passengers with and without reduced mobility.

The rotating rear handles (4) have an angular movement of up to 90 ° on the sides of the back (3) of the movable seat (2); these descend and are parallel to the side of the backrest and then fit into the fixed structure (14) (Figure 3), thus allowing the hybrid mobile seat (2) to be pushed by the assistant staff.

The liftable armrest (5) rises when the chair disengages, thus allowing the passenger's armrest to move (Figure 1) (Figure 2). When fitting the movable seat (2), the supports descend and fit into the fixed structure (14) (Figure 3); in the fitted configuration, the rotating armrests (15) of the fixed structure (14) are used, which are conventionally raised and lowered.

In one embodiment, the hybrid mobile seat (2) can be used by any passenger.

In view of the properties of the present invention, particularly in terms of passenger transport capacity with reduced mobility, flexibility, versatility, it has a high potential for application in various scenarios of accessibility and logistics of operations at the airport and in the aircraft.

The hybrid mobile seat (2) proposed here, due to the fact that it can be used as an accessible seat and a normal seat, is not conditioned to the exclusive use by passengers with reduced mobility.

Lisbon, May 6, 2019.

Claims (2)

1-Hybrid seat for air transport characterized by comprising a movable seat (2), fixed to the aisle seat (1), through a fitting and disengaging system (6) in the fixed structure (14) of the aisle seat (1 ), compatible with the backrest system (13) of the fixed frame backrest (14), which features two footrests (10) with an extensible mechanism (11), two liftable armrests (5) and two handles rotating rear (4), four rotating wheels (7) with displacement on two axles, which have a rotation system (9) and locking and braking systems (8). 2-Hybrid seat, according to claim 1, characterized in that the back (3) has a back reclining mechanism (18) that is activated only when the movable seat (2) is fitted to the fixed structure (14). Lisbon, October 23, 2017