WO2006054104A1

WO2006054104A1 - Seatbed

Info

Publication number: WO2006054104A1
Application number: PCT/GB2005/004461
Authority: WO
Inventors: Jocelyn Michael Francis Newberry; Russell Edward Mulchansingh
Original assignee: Newberry Jocelyn Michael Franc; Russell Edward Mulchansingh
Priority date: 2004-11-20
Filing date: 2005-11-18
Publication date: 2006-05-26
Also published as: GB0425606D0

Abstract

An airline passenger seat (1) with adjacent furniture (2) creating a flat bed surface. Whilst the seat (1) is to be used for take-off and landing the passenger is provided an option to use the adjacent furniture (2), as a day lounger or a bed. The adjacent furniture (2) typically requires the portion of seat cushion to create the full sleeping surface. Where an in-board armrest is provided this requires articulation to free up the bed space. A backshell (4) provides privacy from other passengers. In many cases the adjacent furniture (2) is set at an angle to the seat (1) to provide a full length sleeping surface within the dimensional constraints of the aircraft and maximum number of passenger positions.

Description

SEATBED

Background

This invention relates to an airline passenger seat that sets out to provide a greater standard of comfort than present seating.

In the case of long-haul travel, passengers are expected to rest in a substantially seated position over a period as long as 18 hours, and possibly as long as 26 hours with only a 2 hour stop. Spending this amount of time in a seated position is clearly not desirable ergonomically. Given the economics of running commercial aircraft it is only the premium classes, namely Business and First, where anything close to a reasonable space is provided for sleeping.

Over the past 10 years we have witnessed the emergence of Nie-flat seatbeds' that transform from a seat into an approximately flat bed. These come in broadly similar sizes and mechanical configurations, some provide a substantially flat surface at an angle to the horizontal whilst others enable a horizontal position more akin to a bed. These Mie-flat' products are very substantially forward facing and rely on heavy and costly mechanisms to deploy the seat forward to create a lie-flat 'bed'. The lie-flat surface derived from these products however does not constitute a good sleeping arrangement necessarily since seatbeds suffer from compromises in the form of narrow width, close-fitting furniture with hard surfaces, close-packing with neighbouring passengers and limited privacy and high density seat foams dictated by 16G regulations that are considered insufficiently resilient for sleeping. In addition, the fact that the deployment of the seatbed takes time and can be noisy, and that the passenger is obliged to negotiate any bed linen within a confined space provides further aggravation to the passenger.

There is an apparent need for a greater level of sleeping comfort, particularly as aircraft range increases, in a configuration that allows airlines to accommodate near to the equivalent number of passengers. The need then is to optimise both seating and sleeping comfort without compromise to the number of passengers accommodated. At the same time it would be highly desirable to reduce mechanical complexity, weight and cost.

Summary of the Invention

The above-mentioned need is met by the present invention. This invention creates a new configuration of seats within the aircraft cabin that allows for a distinct seat and bed surface at each seat position. The creation of two distinct posture options caters for all passenger comfort needs in a way that does not compromise comfort.

The TTOL (take-off, taxi, landing) seat itself is very generally forward facing, as per convention. The invention relies on a piece of upholstered furniture, certified to the lower certification of 9G, adjacent to the seat that substantially forms the level sleeping surface.

In one embodiment the piece of adjacent furniture may be aligned sideways to the seat or disposed at an angle to it, depending on the desired level of amenity and space and the most economic configuration for specific aircraft types that vary in width. This piece of furniture is typically attached to the side of the seat, or alternatively is mounted separate from the seat.

The seat incorporates a recline mechanism to reach a more recumbent passenger posture, with the advantage of being potentially significantly lighter than the conventional lie-flat seats. This recline mechanism may be configured to maintain the seatback within a fixed, rigid backsheH, alternatively it may be configured to recline rearwards towards the passenger behind, as per convention.

The adjacent furniture may be used as a divan in daytime and may be upholstered to provide occasional (not TTOL) seating for more than one passenger.

A deployable, inclined surface within the adjacent furniture may be configured to provide a more upright upper posture in the sleeping position.

The full sleeping surface preferably relies on the upper seat pan (squab) surface to create the foot area of the bed by way of stowing the armrest, typically in a vertical position alongside the seat back.

Low level stowage can be readily incorporated, such that overhead bins are no longer necessary.

A (TV) monitor and table can be located within the rear panel or seatback, or else within the aisle armrest structure.

The level of privacy in the sleeping position may be very high, created by panels that separate the compartments, although this is variable according to airline preference.

According to another embodiment the adjacent furniture may be configured to enable a substantially broader sleeping surface than is normally possible.

According to another embodiment the full sleeping surface is created with the deployment of a subsidiary surface, otherwise stowed in the seat or adjacent furniture. According to another embodiment the inner armrest may drop vertically down between the seat and adjacent furniture to create a level sleeping surface across seatpan and adjacent furniture.

According to another embodiment the adjacent furniture may be arranged at different heights such that a contiguous surface is created by a deployable panel over the seatpan. This panel may be derived from a portion of the backrest or else from the armrest.

According to another embodiment the adjacent furniture is distinct form the seat and does not rely on any part of the seat surface to create the sleeping surface.

According to another embodiment seat may be oriented in pairs such that one faces forward the other aft, yet offset such that the seatbed passengers are not directly facing each other and that sleeping passengers lie with their heads at opposite ends. In such a configuration it is possible to derive a private compartment suitable for families or groups of people.

According to another embodiment adjacent furniture is constructed either side of the seat such that the sleeping surface is created with stowage of both armrests.

According to another embodiment the seat may be arranged at a greater angle than 18 degrees to the axis of the aircraft, which is the limit of airline regulations regarding lap belts, to enable a higher packing density.

Figures

Fig 1. is a perspective view of the seat and adjacent furniture and stowed armrest

Fig 2. is a perspective view of the rear of the seat and adjacent furniture

Fig 3. is a perspective view of the seat showing the armrest in the deployed position

Fig 4. is a perspective view of the seat and adjacent furniture

Fig 5. is a plan view of the seat and adjacent furniture

Fig 6, is a plan view of the seat and adjacent furniture according to an alternate special layout

Fig 7. is a plan view of the seat and adjacent furniture according to an alternate special layout

Fig 8. is a plan view of the seat and adjacent furniture according to an alternate special layout

Fig 9. is a plan view of 2 seats and respective adjacent furniture according to a paired configuration

Fig 10. is a perspective view of the seat with armrest deployed to create the end section of the sleeping surface

Fig 11. is a perspective view of the seat with armrest in 'daytime' position

Fig 12. is a perspective view of the seat with backrest panel deployed to create the end section of the sleeping surface

Fig 13. is a perspective view of the seat with backrest panel stowed

Fig 14. is a perspective view of the seat with subsidiary panel deployed to supplement the end section of the sleeping surface

Fig 15. is a perspective view of the seat with subsidiary panel in 'daytime' position

Fig 16. is a perspective view of the sleeping surface with inclined panel deployed

Fig 17. is a perspective view of the seat with adjacent furniture on both sides Description of the preferred embodiment

Referring now specifically to the drawings, a seatbed according to the present invention is illustrated in Fig 1. This type of seating is appropriate for premium class airline travel, namely business and first class. The seat, 1, is of a conventional type and will not be discussed in detail here, suffice to say first that it typically has a reduced recline angle in comparison with forward-deploying lie- flat seatbeds and, second, that the reclining seat is optionally contained within the rear panel, or backshell, or else allowed to ingress the rearward space. Referring to Fig 1. the upholstered adjacent furniture,2, is aligned to be substantially co-planar with the seatpan surface to provide the complete sleeping surface, the armrest, 3, is shown in the stowed position, a substantially vertical panel, 4, normally integral to the adjacent furniture assembly providing a divider between passengers, a side-table with reading lamp, 6, is provided next to one end of the sleeping surface.

Referring to Fig 2. the panel, 4, may accommodate a table, 7, and monitor, 8, and low level stowage, 9. Space is afforded to the passenger to the rear beneath the seat and adjacent furniture, such space regarded as the property of the passenger to the rear. In the case of the foremost seat, alternative stowage will be allowed and adequate space provided for passenger legs within a custom piece of furniture that may also house the monitor. The monitor, 8, is preferably adjustable for both seated and sleeping positions. The table, 9, may be designed to rotate so as to enable passenger egress without stowing the table. Referring to Fig 3. the armrest, 3, is shown in the deployed position, and may be compared to Figl. Since there is no adjacent passenger, as conventionally, the armrest may be developed into a side-table, possibly incorporating IFE controls, a reading light, a drinks holder and other such amenity that is considered appropriate for premium passengers.

Referring to Fig 4. the seat, 1, is reclined within the rear panel or backshell, 4, with optional leg rest, 5, supporting the calves. Such a configuration enables a continuous panel, 4, to extend from the aisle side along the full length of the sleeping surface, thus creating a visually simple and attractive alternative to the conventional rows of seatbacks. The degree of seat recline is largely determined by the pitch of seating such that the greater the pitch the greater the allowable recline. In typical circumstances, for economic packing, a seat pitch of 35-45 inches is proposed. Such a pitch will readily enable a 30 degree incline to the vertical axis on the seatback with the passenger's legs not inconvenienced by the seat structure in front. It is envisaged that such a recline mechanism will prove substantially less costly than the sophisticated lie-flat seatbed mechanisms, it will also be much lower in mass.

Referring to Fig 5. the seat, 1, and adjacent furniture 2, are aligned such that the seatpan may be regarded as a direct extension of the adjacent furniture such that a rectangular sleeping surface is derived, upon stowing the armrest. The seat is oriented to the longitudinal axis of the aircraft, whilst the sleeping surface is aligned to the transverse axis of the aircraft. This is the most straightforward configuration although not necessarily the most desirable with respect to packing densities.

Referring to Fig 6. the seat 1, and adjacent furniture 2, are aligned at right angles. Both the seat and sleeping surface are aligned to the longitudinal axis of the aircraft. In this instance the seat and bed are entirely separate items. The seat is subsequently less constrained in terms of recline and the bed may be more readily configured with a consistent level and foam density. However, de to the space occupied, this configuration is considered more appropriate to first than to business class. Referring to Fig 7. the seat 1, and adjacent furniture 2, are aligned at an angle. The seat is aligned to the longitudinal axis of the aircraft whilst the adjacent furniture, 2, in the plan view is shown aligned at an angle of approximately 30 degrees. It has been found from investigation of all wide-body, or twin-aisle, aircraft types that it is preferable to orient the adjacent furniture at an angle to the transverse axis of the aircraft, thus dictating a sleeping position at a similar angle, in order to enable more than 2 seatbeds of the current invention across the aircraft. There will be different preferred angles for different aircraft. It is also noted that this product is not exclusively for wide-body jets, and may be highly suitable to single-aisle jets such as the Boeing 737 and 757. Referring to Fig 8. the seat, 1, and adjacent furniture, 2, are aligned at an angle, with the seat at an angle of up to 18 degrees to the longitudinal axis of the aircraft. This configuration permits the passenger to look obliquely to the longitudinal axis of the aircraft and so avoid looking directly at the back of the passenger head in front. It is further considered that configuration solutions may be found in which both the seat and adjacent furniture are aligned at angles to the aircraft axes.

Referring to Fig 9. the seat, 1, and adjacent furniture, 2, are aligned in an opposing configuration. In this case one passenger faces fore, the other aft. Both seats are typically aligned to the longitudinal axis of the aircraft. On certain aircraft types this configuration enables a greater packing density than is possible with configurations illustrated in Figs 5,6,7 and 8. In other respects it enables different cabin environments. In the case where privacy is to be maintained a central console can effectively subdivide the space into two, although allowance for egress must be afforded to any window-side passenger. In the case where a more social environment is desirable the pair of passengers may congregate around a central table, they may share a ^λdivan' on one side, eat and watch the monitor together. In the case of a young family travelling additional TTOL seating positions for young children may be accommodated and additional sleeping surface created, as required.

Referring to Fig 10 and 11. In Fig 10. the armrest, 3, creates part of the sleeping surface. The uppermost side of the armrest shown is constructed from foam of the same density as the adjacent furniture, so offering a sleeping surface indistinguishable from a bed. In Fig 11. the armrest, 3, is returned to the 'daytime' orientation. The armrest may rotate about a pivot. The adjacent furniture surface, 2, is arranged at a different level to that of the seatpan, 1. Referring to Figs 12 and 13. In Fig 12. a portion of the backrest, 10, creates part of the sleeping surface, by pivoting for example. Similar to Fig 10. this arrangement permits a consistent sleeping surface. It may also be seen to be an advantage that the sleeping surface does not become soiled in daytime use. In Fig 13. the portion of backrest, 10, is returned to be part of the backrest cushion. The adjacent furniture surface, 2, is arranged at a different level to that of the seatpan, 1.

Referring to Figs 14 and 15. In Fig 14. the sleeping surface is completed by the deployment of a subsidiary panel, 11. The size and shape of this panel is determined by the need for a substantially rectangular sleeping surface that requires the space in front of the seatpan to become part of the sleeping surface, this is particularly true where the adjacent furniture, 2, is configured at a large angle to the seat. The subsidiary panel may be conveniently hinged from the adjacent furniture, 2, thus making the task of creating the full sleeping surface very simple for the passenger. Other mechanical arrangements are also envisaged, such as a conventional lie-flat leg rest coming to stop in the horizontal position. In Fig 15. the subsidiary panel, 11, is returned to the 'daytime' position. Referring to Fig 16. an inclined surface, 12, supports the upper body in the sleeping position. The passenger can achieve a sitting posture in the sleeping position in this invention. Referring to Fig 17. the adjacent furniture, 2, is constructed on both sides of the seat. Whereas other configurations rely on a fixed, aisle-side, armrest, this page configuration relies on both armrests, 3, being stowed for sleeping. As prior, armrests may be removed through various methods, such as pivoting upwards, to enable a contiguous flat sleeping surface. This arrangement of seat, 1, and adjacent furniture, 2, may be particularly advantageous where the aircraft is narrower or where greater packing densities are desired since the seat and adjacent furniture may be angled at a more severe angle to the longitudinal axis of the aircraft to reduce the effective width across rows, without substantially distorting the near-rectangular sleeping surface or forcing the passenger's legs into the aisle, both of which are undesirable.

Preferred features of the invention

1 A passenger seatbed comprising a seat, 1, and adjacent furniture, 2, is suitable for the purpose of providing accommodation for sitting and sleeping respectively.

2 The passenger seatbed according to clause 1 wherein the mutual alignment of seat, 1, and adjacent furniture, 2, and the pitch between seat rows are variable according to aircraft type and airline preference.

3 The passenger seatbed according to clause 2 wherein the seat, 1, is permitted to recline.

4 The passenger seatbed according to clause 3 wherein the adjacent furniture, 2, may be used as an occasional seat

5 The passenger seatbed according to clause 4 wherein a deployable surface, 12, within the adjacent furniture, 2, can be inclined to provide a more upright posture in the sleeping position.

6 The passenger seatbed according to clause 5 wherein low level stowage, 9, is provided generally beneath the sleeping surface

7 The passenger seatbed according to clause 6 wherein provision is allowed for a monitor, 8, and table, 7, within the rear divider panel, 4.

8 The passenger seatbed according to clause 6 wherein the armrest, 3, is moved out of the way to enable the seatpan, 1, to be used as part of the sleeping surface

9 The passenger seatbed according to clause 7 wherein the armrest, 3, is moved out of the way to enable the seatpan, 1, to be used as part of the sleeping surface

10 The passenger seatbed according to clause 7 wherein a portion of the end of the sleeping surface is created via the deployment of a subsidiary panel, 11

11 The passenger seatbed according to clause 7 wherein the adjacent furniture, 2, is situated at a different level to the seatpan, 1.

12 The passenger seatbed according to clause 11 wherein the end part of the sleeping surface is created by articulating a portion of the backrest cushion, 10.

13 The passenger seatbed according to clause 11 wherein the end part of the sleeping surface is created by articulating the armrest, 3

14 The passenger seatbed according to clause 6 wherein a pair of seatbeds is configured in an opposing format such that passengers are facing opposite directions yet are nit facing each other

15 The passenger seatbed according to clause 7 wherein the adjacent furniture, 2, is constructed on either side of the seat, 1, such that the sleeping surface is created via the stowage of both armrests, 3.

Claims

CLAIMS:

1. A passenger seatbed comprising:a seat, having a seat region and a backrest; and adjacent furniture having an upper surface, wherein, in a sleeping configuration of the seatbed, the seat region of the seat and the upper surface of the adjacent furniture form a substantially level sleeping surface.

2. A seatbed according to claim 1, wherein the backrest of the seat does not form part of the sleeping surface.

3. A seatbed according to claim 1 or 2 wherein, in the sleeping configuration, the backrest is not level with the sleeping surface.

4. A seatbed according to any preceding claim, further comprising a leg rest portion which does not form part of the sleeping surface.

5. A seatbed according to claim 4 wherein, in the sleeping configuration, the leg rest portion is not level with the sleeping surface.

6. A seatbed according to any preceding claim wherein: the. sleeping surface has a length and a width, the depth of the seat region in a direction extending from the backrest towards a front edge of the seat region forming a part of the width; and the width of the sleeping surface along the length thereof being substantially equal to or greater than the depth of the seat region.

7. A seatbed according to claim 6, wherein the sleeping surface has a substantially constant width along its length.

8. A seatbed according to claim 6 or 7, wherein the sleeping surface is substantially rectangular.

9. A seatbed according to any one of claims 6 to 8, wherein the upper surface of the adjacent furniture is fixed in place, and the sleeping surface is formed solely from the seat region and from the upper surface of the adjacent furniture.

10. A seatbed according to any preceding claim wherein the seat region of the seat and the upper surface of the adjacent furniture are joined to one another.

11. A seatbed according to any preceding claim wherein the seat defines a forward direction, being the direction in which an occupant of the seat will generally face when sitting in the seat, and wherein the adjacent furniture extends away from the seat in a direction which is disposed at an angle to an axis which is perpendicular to the forward direction.

12. A seatbed according to any preceding claim, further comprising an arm rest portion which is moveable between a sitting position and a sleeping position, in which: in the sitting position, the arm rest portion is disposed alongside the seat so that an occupant of the seat may rest an arm thereon; and in the sleeping position, the arm rest portion forms the seat region of the seat.

13. A seatbed according to claim 12, wherein the arm rest portion is moveable between the sitting position and the sleeping position by means of a hinge.

14. A seatbed according to any preceding claim further comprising a backrest member which is moveable between a sitting position and a sleeping position, in which: in the sitting position, the backrest member rests against the backrest of the seat so that an occupant of the seat may recline thereagainst; and in the sleeping position, the back rest member is substantially level with the upper surface of the adjacent furniture and forms part of the sleeping surface.

15. A seatbed according to claim 14, wherein the back rest member is moveable between the sitting position and the sleeping position by means of a hinge.

16. A seatbed according to any preceding claim wherein a head portion of the upper surface of the adjacent furniture may be elevated above the level of the remainder of the sleeping surface.

17. A seatbed according to claim 16, wherein the head portion comprises a portion of the upper surface of the adjacent furniture that is furthest from the seat.

18. A seatbed according to claim 16 or 17, wherein the head portion may be elevated by tilting, so that the sleeping surface is substantially continuous.

19. A seatbed according to any preceding claim, wherein the seat is a reclining seat.

20. A seatbed according to claim 19 wherein, when the seat is in either a reclined or unreclined position, the seat region is not level with the upper surface of the adjacent furniture.

21. A seatbed according to any preceding claim wherein, when the seatbed is in the sleeping configuration, an adult user of the seatbed may sleep comfortably on the sleeping surface with the user's head being located on the upper surface of the adjacent furniture and the user's feet being on or near the seat region.

22. A seatbed according to any preceding claim, further comprising a subsidiary panel which, in the sleeping configuration of the seatbed, is substantially level with the seat region and the upper surface of the adjacent furniture and forms part of the sleeping surface.

23. A seatbed according to claim 22 wherein, in a sitting configuration of the seatbed, the subsidiary panel is stowed adjacent the backrest of a further seat.

24. A seatbed according to claim 22 wherein, in a sitting configuration of the seatbed, the subsidiary panel is stowed under the adjacent furniture or under the upper surface of the adjacent furniture.

25. A seatbed according to claim 22 wherein, in a sitting configuration of the seatbed, the subsidiary panel forms at least a part of an armrest.

26. A seatbed according to claim 22 wherein, in a sitting configuration of the seatbed, the subsidiary panel forms at least a part of a leg rest.

27. A seatbed according to any one of claims 23 to 26 wherein the subsidiary panel is connected to the seatbed or to the further seat so that the subsidiary panel may be moved from the stowed position into the appropriate position for the sleeping configuration without being removed from the seatbed or the further seat.

28. A plurality of seatbeds according to any preceding claim, arranged in a seating arrangement on or within a vehicle, disposed in spaced relation to one another such that the pitch of the seatbeds is approximately 1 metre or less.

29. A vehicle having a seating arrangement comprising a plurality of seatbeds according to claim 28.

30. A vehicle according to claim 29, wherein the vehicle is an aircraft.