WO1995029844A1

WO1995029844A1 - Convertible aircraft passenger seating

Info

Publication number: WO1995029844A1
Application number: PCT/GB1995/000976
Authority: WO
Inventors: Edward Joseph Brennan; Rene Joseph Brunelle
Original assignee: Flight Equipment & Engineering Limited
Priority date: 1994-04-28
Filing date: 1995-04-28
Publication date: 1995-11-09
Also published as: AU2315895A; WO1995029843A1; GB2288728B; GB9408411D0; GB2288973B; GB2288973A; GB2288728A; AU2315995A; HK1005615A1; GB9508732D0

Abstract

In an aircraft seating unit which is convertible to provide either two or three seats abreast, which has a frame comprising three separate parts each carrying a backrest and a bottom cushion, the first and second of which parts are laterally movable relative to each other and to the third, the middle backrest comprises a centre back-supporting section (32) and two side sections (30, 31) which are laterally movable between first, spaced positions in which they are substantially contiguous with opposite sides of the centre section (32) and second inner, positions adjacent to each other, the side sections (30, 31) being connected to the first and third frame parts so that they are automatically moved between their two positions when the frame parts are moved to convert the unit between its two seat and three seat configurations.

Description

CONVERTIBLE AIRCRAFT PASSENGER SEATING

TECHNICAL FIELD

Aircraft passenger seating is commonly constructed in units each comprising seats for two or more passengers abreast, mounted on a support frame having leg structures terminated by feet designed to engage releasably with a pair of parallel tracks secured in the aircraft cabin floor and extending longitudinally thereof. Each seat comprises a backrest and a bottom cushion, though a backrest and/or a bottom cushion may serve more than one seat and parts of adjacent backrests and or bottom cushions may serve a single seat. Because some passengers are willing to pay more than others for travel on the same journeys, most aircraft operators have fare structures in which different fares are charged for passengers occupying seats which

, Q provide different degrees of comfort. In particular the seats have different widths and usually different lateral pitches. The proportion of passengers who may wish to travel on the different fares on any one flight cannot usually be predicted long in advance so there have been developed over a number of years convertible seating units which which can be manipulated to vary the width and frequently also the number of the seats provided in a unit. For example, in British Patent Specification No. 1,037,972 a unit is described

15 which provides either three narrow seats abreast, separated by two aπnrests or two wider seats abreast, separated either by the same two armrests placed closer together or by a single wider armrest. Embodiments are described in which the armrests are separate components which are plugged selectively into sockets appropriately positioned in the unit and in which they are sections of the backrest which are swung down selectively from their normal back-supporting positions. In the latter embodiments the backrest which serves

20 the middle seat in the three seat configuration is made in two or three side-by-side sections, pivotally mounted for reclining in the usual way. The sections have an arrangement of bolts enabling either all the sections to be connected together to serve as a single backrest for a middle seat or the side sections to be connected respectively to the backrests which serve the side seats so as to make them wider for serving the two wider seats. Converting the unit between the two and three seat configurations involves appropriate

25 adjustment of the bolts and the armrests. That has to be done by the aircraft cabin staff and/or airport staff and can be a time-consuming operation if many units have to be converted. Furthermore, when a part of the backrest is swung down forwardly to serve as an armrest that leaves a gap between the remaining backrest parts which exposes a passenger to the view of a passenger in a seat to the rear.

BACKGROUND ART 30 The invention is concerned with convertible seating units which can be converted between configurations providing either two wide seats or three narrow seats each comprising a backrest and a bottom cushion, which will for convenience be referred to as "two to three convertible" seating units. Since the publication of British Patent Specification No. 1,037,972 and equivalents in other countries there have been many developments of such units. Examples are in European Patent Specifications Nos. 0227 239 and 0 385 861 and U.S. Patent Specifications Nos. 3,877,747, 4,533,175, 4,881,702, 5,104,065 and 5,178,345.

In almost all the two to three convertible units described in the above-mentioned disclosures conversion between the two and three seat configurations involves several separate operations such as are mentioned above to locate the aπnrests and backrest parts appropriately for the number of seats to be provided. Conversion therefore takes some time and can undesirably increase the time between an aircraft completing one flight and being ready for the next. In the earlier disclosures the units have fixed support frames and conversion mainly involves movirg aπnrests and backrest parts relative to the support frame. However, in the last three disclosures meπtio ied the frame comprises three separate parts, the first and 0 second of which are laterally movable relative to each other and to the third to enable the unit to be converted between the two configurations. The third fram part comprises two parallel transverse tubes. The second frame part is slidable on the tubes and the first frame part comprises two parallel transverse tubes which are respectively slidable within the tubes of the third frame part. One frame part is fixed to the leg structure and the others are movable relative to it. For a seating unit to be mounted at the side of an aircraft the third frame 5 part is fixed to the leg structure and intended to be positioned adjacent to the sidewall or window of the aircraft cabin. There are lost motion connections betweer the respective frame parts so that conversion of the frame can be accomplished by sliding movement of the first frame part towards or away from the third. In practice that involves an operator grasping a handle on the aisle end of the unit and either pushing it towards or drawing it away from the window or sidewall.

_Q In die two to three convertible units described in U.S. Specifications Nos. 4,881,702 and 5,104,065 it is still necessary for the operator to rearrange the armrests and backrest parts manually before or after moving the first frame part towards or away fron. the third. In 4,381,702 the intermediate armrests used in the three seat configuration must be removed and a centre section of the middle backrest is swung down to foπn a wider armrest for the two seat configuration. The removed armrests then have to be stored in the unit 5 .until required again. The middle backrest comprises three sections, the side ones of which are either bolted to the centre section in the three seat configuration or bolted to the side backrests in the two seat configuration, giving the effect of two wider backrests. In 5,104,065 the middle backrest is in two sections which are connected together in the three seat configuration but disconnected, moved apart laterally and connected to the side backrests in the two seat configuration.

₀ U.S. Specification No. 5,178,345 discloses a two to three convertible seating unit having a middle backrest formed in two sections in which the intermediate armrests and the bolts which connect the middle backrest sections together or to the side backrests are connected to pans of the frame by push-pull flexible control cables so that the movements of the first frame pan towards or away from the third automatically re¬ position the intermediate armrests and make appropriate connections between the backrest sections. Conversion is thus accomplished entirely by moving the first frame part relatively towards or away from the third. No preliminary or subsequent manipulation of armrests, backrests or seat cushions is required. Thus there is a substantial time saving in effecting conversions. When a seating unit is mounted with its third frame part adjacent to a sidewall or window of an aircraft it is only necessary for an operator to push or pull the aisle end of the unit towards or away from the sidewall or window.

The arrangement has limitations because the distance moved by the respective intermediate armrests and bolts relative to their mountings is essentially identical to the relative movement between the inner and outer elements of the respective control cable-?. For example, one end of the inner element of a control cable for an intermediate armrest slidably mounted on the first frame pan is connected to that intermediate armrest and its other end is connected to the second Lame part. Its outer element is fixed to the first frame part. If the first frame part is moved towards the t-urd (and second) frame part by two inches (50.8 mm.) in conversion from three seats to two seats then the intermediate armrest will move the same distance relative to the first frame part and, because it is carried by the first frame part, twice that distance relative to the second frame part. The bolts likewise have to move two inches (50.8 mm.), which is rather more than is required for secure connection of the backrest parts. Furiheπnore friction in the cables can make it difficult for an operator to perform the conversion.

BRIEF DISCLOSURE OF THE INVENTION

The present invention provides an improvement on the last-mentioned disclosure.

According to this invention, a convertible aircraft searing unit capable of conversion between configurations providing either two wide seats or three narrower seats having a frame comprising three separate parts each carrying a backrest and a bottom cushion, the first and second of which pans are laterally movable relative to each other and to the third to enable the unit to be converted between the said configurations, is characterized in that the middle backrest comprises a centre back-supporting section and two side sections, the two side sections being laterally movable relative to the centre back-supporting section between first, spaced, positions in which they are substantially contiguous with opposite sides of die centre section and second positions adjacent to each other, the side sections being connected to the first and third frame pans so that they are automatically moved between their first, spaced, positions and their second positions when the frame parts are moved to convert the unit between its three seat and two seat configurations.

Preferably the centre back-supporting section is pivotally mounted on die second frame part so as to be capable of swinging between substantially upright back-supporting positions and a lowered position in which it extends substantially parallel to the seating surface of the bottom cushions. It may have on its rear face a surface suitable for use as a table when it is in its lowered position. In their second positions the two side sections are preferably behind the centre back-supporting section.

Preferably the middle backrest comprises a backrest frame pivotally mounted on the second frame part, with the centre back-supporting section pivoted to the backrest frame and side sections slidably mounted on the backrest frame. The back frame may carry a headrest so that the centre back-supporting section, when in its upright positions, extends from the headrest to the middle bottom cushion.

The unit preferably includes end armrests mounted respectively on the first and third frame parts and two intermediate armrests are mounted on the second frame part with swivel mountings so as to lie in front of the backrests and be capable of swinging between outer positions in which they define a narrow middle seat location and inner positions in which they define with end armrests wider outer seat locations and links connect the swivel mountings respectively to the adjacent first and third frame parts so that relative lateral movement between the frame parts will swing the armrests between their respective positions.

A two to three convertible unit preferably has both a middle backrest and two intermediate armrests as described above so that conversion between the two configurations is effected entirely by moving the first frame part towards or away from the third.

BRIEF DESCRIPTION OF THE DRAWINGS

An embodiment of die invention is illustrated by way of example by the accompanying drawings, in which :

Figure 1 is a front elevation of a two to three convertible seating unit mounted in an aircraft, the unit being in its three seat configuration,

Figure 2 is a plan of the unit shown in Figure 1,

Figure 3 is a view similar to Figure 1, showing the unit in its two seat configuration,

Figure 4 is a plan of the unit shown in Figure 3,

Figure 5 is a diagrammatic plan of part of the frame of the unit shown in Figure 1, in its three seat configuration,

Figure 6 is a diagrammatic front elevation of part of the seating unit in the three seat configuration, showing the mounting of die intermediate aπnrests, Figure 7 is a view similar to Figure 5, showing the unit in its two seat configuration, and

Figure 8 is a view similar to Figure 6, showing the unit in its two seat configuration.

The two to three convertible seating unit shown in Figures 1 and 2 comprises a support frame having leg structures 1 terminated by feet 2 which engage tracks 3 running longitudinally in the floor 4 of the aircraft. This is common practice and need not be described further. Three seats 5, 6 and 7 are provided on the seating unit, which is mounted with the first seat 5 adjacent to an aisle, the third seat 7 adjacent to the sidewall 8 of die aircraft and the second seat 6 between them. Each seat comprises a backrest and a bottom cushion, both mounted on die frame. The frame, which is not visible in Figures 1 to 4 but is partly shown in Figures 5 to 8, comprises three parts, the first and second of which support the first and second seats 5, 6 and

5 are laterally movable relative to each other and to die third part, which supports the third seat 7. This enables the unit to be converted between the configuration shown in Figures 1 and 2, providing three seats, and die two seat configuration shown in Figures 3 and 4 in which the first and diird seats 5, 7 are widened and die second seat 6 is narrowed and ineffective. The third frame part, which supports the third seat 7, comprises two parallel transverse tubes 9 secured to the leg structures 1 and thus fixed in relation to the aircraft when

10 the feet 2 correcdy engage the tracks 3. Two longitudinal supporting members 38 (not shown in Figures 1 to 4) are secured to die tubes 9 and spaced so as to support the bottom cushion of the seat 7. The second frame part comprises two longitudinal support members 10 which are slidable on the transverse tubes 9 of die third frame part and spaced to support the bottom cushion of die middle seat 6. The first frame part comprises two parallel transverse tubes 11 which are respectively slidable within the tubes 9 of the third frame part and two

15 longitudinal support members 12a and 12b which are spaced so as to support the bottom cushion of the first seat 5. Support member 12a is secured to the two tubes 11 and support member 12b is slidable on the tubes 9. The respective pairs of longitudinal support members are respectively joined by sheet metal cushion supports (not shown) in conventional manner, which maintain their respective spacings.

The longitudinal support members are extended rearwardly to provide mountings for backrests 13, 20 14, 15 for the three seats. The support members 12a and 12b of die first frame part and tiiose of the third frame part are of conventional form, providing hinge mountings for the backrests 13 and 15 so that they can be reclined or break forward. The usual recline mechanisms are provided but are not shown in the drawings. The support members of the second frame part provide for lateral movement of parts of the second backrest 14 and will be described later.

25. The telescopic sliding tubes 9 and 11 and die support members which are slidable on the tubes 9 enable the first frame part 11, 12a, 12b to be moved laterally towards die third frame part from the configuration shown in Figures 1, 2 and 5, in which the unit provides three seats, to the configuration shown in Figures 3, 4 and 7 in which only two seats are provided. On completion of die initial movement of the first frame part relative to the second, a buffer 16 on the support member 12b abuts against the adjacent support

30 member 10 of the second frame part. On further movement of the first frame part towards the third frame part the buffer 16 causes the two support members 10 of the second frame part to slide laterally along the tubes 9 until die second support member 10 abuts against a similar buffer on the adjacent support member of the third frame part A latching mechanism 17 is mounted on support member 12b of the first frame part and can be controlled by a handle 18 on die outside of support member 12a to withdraw bolts 19 from holes 20 in

35 the tubes 11 and holes 21, 22 in the tubes 9 which are respectively aligned with them in die two configurations. A stud 23 secured to the support member 12b and slidable through the adjacent support member 10 of the second frame part provides a lost motion connection between the first and second frame parts, having a head 24 which limits the relative movement between the two frame parts as the first frame part is drawn away from the second and third in converting from the two seat configuration shown in Figures 3 and 4 to die three seat configuration shown in Figures 1 and 2.

The construction of the frame described above is similar to frames which are described in more detail in the last three disclosures mentioned above and which are now quite well known. Reference may be made to those disclosures for any details of the frame which are omitted from the above description.

Side aπnrests 25, 26 are respectively secured to the outer support member 12a of the first frame part and a similar support member (not shown) of the third frame part and intermediate armrests 27 are mounted on die support members 10 of the second frame part to define die seats 5 and 7 in the two configurations and the middle seat 6 in the three seat configuration. In Figures 1 and 2 die intermediate armrests 27 are substantially equally spaced from each other and from the adjacent side aπnrests 25 and 26. The intermediate armrests 27 thus define with the side armrests 25. 26 three narrower seats, typically of width about 17 inches (432 mm.). As will be described with reference to Figures 6 and 8, die mounting of the intermediate aπnrests 27 is such that on moving the first and second frame parrs towards the third frame part, the intermediate aπnrests 27 are moved relatively towards each other to provide two wider seats 5 and 7 on the first and third frame parts, typically of width about 1 inches (483 mm.), and effectively to eliminate the second or middle seat 6.

The middle backrest 14 comprises a back-supporting frame 28 which is pivotally mounted on rearward extensions of the support members 10 of the second frame part so that it can be reclined or break forward in the usual manner and it is controlled by a recline mechanism (not shown) as usual. A headrest 29 is mounted on die top of the frame 28 and is of width approximating to the spacing between the intermediate armrests 27 in die three seat configuration. Two upholstered side panels 30, 31 are slidably mounted on the frame and an upholstered centre panel 32 is pivotally connected to the frame so as to lie between them, against the back-supporting frame 28 and below the headrest 29 in substantially upright positions in the three seat configuration. It can be swung downwardly and forwardly from an upright position to a position between the intermediate armrests, above the middle seat cushion and in front of the side panels 30, 31, enabling them to be closed together behind it as the unit is converted to the two seat configuration, as shown in Figures. 3, and 8.

Figures 6 and 8 show how the backrest side panels 30 and 31 are slidably mounted on the backrest frame 28 and connected together by an elastic cord 33 secured at its ends to the respective side panels 30, 31 and passing over pulleys 34 carried on the frame 28. In the three seat position the side panels 30, 31 are drawn apart by the elastic cord 33, but when the backrest 13 of the first seat 5 is moved towards die third seat 7 during conversion to the two seat configuration after the centre panel 32 has been swung down as mentioned above, it abuts against the panel 30 and causes that also to move laterally towards die third seat. Then on further movement the panel 30 abuts against the panel 31 which is likewise moved laterally relative to the frame 28 until it abuts against the backrest 15.

The intermediate aπnrests 27 are mounted on parallel links 35 pivotally mounted on die support members 10 of the second frame part to form a pantograph linkage which maintains: the orientation of the armrests 27 as they move between their two positions. The pantograph linkages are respectively connected by links 36, 37 to the adjacent support members 12b and 38 of die fust and third frame parts. Thus they are automatically moved between their two positions when the first frame part is moved laterally towards or away from the third frame part. The lengths of the links 36 and 37 and the positions of their pivotal connections to die pantograph links 35 determine the distances moved by the intermediate armrests between their respective positions, which are thus different from the distances moved by die frame pans relative to one another. In the embodiment illustrated, die links 36 and 37 are joined to the pantograph links 35 at about their mid-points, so the relative movement between the respective intermediate armrests and the middle seat cushion during conversion is about twice the relative movement between the first and third frame parts and die second frame part

Claims

1. A convertible aircraft seating unit capable of conversion between configurations providing either two wide seats or three narrower seats having a frame comprising three separate parts each carrying a backrest (5, 6, 7) and a bottom cushion, the first and second of which parts are laterally movable

5 relative to each other and to the third to enable the unit to be converted between the said configurations, characterized in that the middle backrest comprises a centre back-supporting section (32) and two side sections (31, 33), the two side sections (31, 33) being laterally movable relative to the centre back-supporting section (32) between first, spaced, positions in which they are substantially contiguous with opposite sides of die centre section (32) and second positions adjacent to each other,

10 the side sections (31, 33) being connected to die first and third frame parts (11, 12a, 12b and 9, 38) so that they are automatically moved between their first, spaced, positions and their second positions when die frame parts are moved to convert the unit between its three seat and two seat configurations.

2. A convertible aircraft seating unit as claimed in Claim 1 characterized in that the centre back- supporting section (32) is pivotally mounted on die second frame part (10) so as to be capable of

15 swinging between substantially upright back-supporting positions and a lowered position in which it extends substantially parallel to the seating surfaces of the bottom cushions and in front of the side sections (31, 33).

3. A convertible aircraft seating unit as claimed in Claim 2 characterized in that the centre back- supporting section (32) has on its rear face a surface suitable for use as a table when it is in its lowered

-® position.

4. A convertible aircraft seating unit as claimed in Claim 2 or Claim 3 characterized in that the middle backrest comprises a backrest frame (28) mounted on die second frame part (10) and carrying the upholstered centre back-supporting section (33) and side sections (31, 33).

5. A convertible aircraft seating unit as claimed in Claim 4 characterized in that the centre back- 25 supporting section (33) is pivotally mounted on the backrest frame (28 and the side sections (31, 33) are slidably mounted on die backrest frame, the pivotal mounting permitting the centre section (32) to swing between its back-supporting positions in which it is supported against the backrest frame (28) and its lowered position.

6. A convertible aircraft seating unit as claimed in Claim 5 characterized in that the back frame (28) 30 carries a headrest (29) so that die centre back-supporting section (33), when in its back-supporting positions, extends substantially from the headrest (29) to the middle bottom cushion.

7. A convertible aircraft seating unit as claimed in any preceding claim characterized by end aπnrests (25, 26) mounted respectively at the opposite ends of the first and third frame parts and two intermediate aπnrests (27) wherein the intermediate armrests (27) are mounted on die second frame part (10) with swivel mountings (35) so as to lie in front of the backrests (13, 14, 15) and be capable of swinging between outer positions in which they define a narrow middle seat location and inner positions in which they each define with die adjacent end armrest (25, 26) a wider outer seat location and links (37) connect the swivel mountings (35) respectively to the adjacent first and third frame parts so that relative lateral movement between the frame parts will swing the intermediate aπnrests (27) between their respective positions.

8. An aircraft characterized in that it has fitted therein a convertible aircraft seating unit as claimed in any preceding claim.