Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
  • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
  • B64D11/0601—Arrangement of seats for non-standard seating layouts, e.g. seats staggered horizontally or vertically, arranged in an angled or fishbone layout, or facing in other directions than the direction of flight
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
  • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
  • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
  • B64D11/0639—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with features for adjustment or converting of seats
  • B64D11/0641—Seats convertible into beds

Definitions

• the present invention relates to an optimized arrangement of a cabin for a passenger transport vehicle.
• the present invention relates more particularly but not exclusively to aircraft intended for the commercial transport of passengers.
• a constant concern of the skilled person is to allow as many travelers as possible to travel in the best possible comfort.
• the layout of an aircraft cabin is always a compromise between the space reserved for each passenger and the number of passengers that can be accommodated.
• FR-2 843 730 proposes a layout modules in which a passenger can each time traveling sitting but also lying down.
• the configuration proposed in this document allows each passenger to leave his module without having to disturb his / her neighbor (s).
• Document FR-2 866 840 proposes a cabin arrangement in which all passengers travel in the direction of travel and can also travel in a reclining position.
• Document FR-2,873,349 proposes an alternative solution in the layout of an aircraft cabin.
• the aircraft cabin disclosed by this document has on a first level seating positions intended to accommodate passengers and in the upper part of the cabin, berths are arranged for some of the passengers thus traveling to the lower level.
• berths are arranged for some of the passengers thus traveling to the lower level.
• an area of the cabin is reserved for passengers when they travel in a seated position and some of these passengers get move to the bunks to sleep lying down.
• the interior layout of the cabin is difficult to modulate.
• it is known to modulate benches so that they can accommodate either three economy class passengers or two business class passengers.
• a cabin, or part of a cabin is intended to receive passengers in a supine position, it receives the same number of passengers in a seated position.
• the original idea underlying the present invention is in particular to travel in an aircraft cabin a large number of passengers for short or medium-haul flights and to easily change the configuration of the cabin when the aircraft is used on long-haul flights where it is desired to offer passengers the possibility of sleeping while lying down.
• the present invention therefore aims to provide an aircraft cabin layout for which are both optimized the number of passengers can travel in a seated position and the number of passengers can travel lying down.
• the present invention therefore aims to provide a better comfort to the passengers since it must allow a large number of them to sleep in lying down.
• the passengers in a seated position, the passengers will also have more comfort with an increased seat width compared to the state of the art.
• the space between two seats located one behind the other will eventually be increased.
• it will also be necessary to limit the number of seats where passengers must respond to their neighbors when they wish to leave their place.
• Another object of the invention is to limit the time of boarding and disembarking passengers.
• the present invention proposes a cabin in a passenger transport vehicle comprising at least one longitudinal corridor as well as seats intended to accommodate passengers and arranged in rows each accessible by a longitudinal corridor.
• At least one row of at least two seats is disposed so as to be inclined with respect to a longitudinal corridor, and the seats of said row are arranged side by side and oriented perpendicularly to said row and to the corridor allowing access to said row.
• the seats are arranged in transverse rows with respect to a longitudinal corridor (or several corridors)
• the angle of inclination is adapted to the width of the vehicle cabin.
• the comfort of the passengers is increased because they benefit from more space in the elbows as well as in the legs.
• the inclination given to the row is preferably such that not only a passenger at the edge of the row access corridor and towards which it is oriented, but also its immediate neighbor, can leave their place without having to disturb their neighbors and have to apologize to them.
• the angle of inclination is a variable parameter depending in particular on the width of the cabin - or the diameter of the fuselage of the aircraft - and the pitch between two successive rows.
• two rows of seats are arranged next to one another forming a chevron. It is appropriate here to have a cabin large enough to allow such a configuration.
• This embodiment is advantageous in that a seat can be arranged at the tip of the chevron formed by two rows of seats. An additional seat can then be offered to accommodate a passenger. An optimization of the space can thus be realized.
• An alternative embodiment that can be used for smaller width cabins provides that two rows of seats are arranged next to each other with a longitudinal offset.
• each row of seats is capable of accommodating at least three passengers in a seated position.
• This embodiment has the advantage of having rows of seats large enough to accommodate a passenger lying down by adding an extra berth end row, this supplement may for example be the space left free between a row sloping and a side wall of the cabin.
• the seat at the end of the row and located on the side of a corridor is inclined to the other seats of the row.
• Such an embodiment variant may optionally be adopted depending on the width of the cabin and the space that is desired at the level of the corridors. In this way, the passengers sitting on such inclined seats, when they stretch their legs, encroach less on the corridor.
• this embodiment allows to slightly increase the width of (the) corridor (s).
• the inclination of the seat at the end of the row is generally of the order of a few degrees, preferably less than 30 °. This value is related to the width of the fitted cabin.
• At least one row of seats is convertible into two superimposed berths, each seat having a seat and a backrest and the folders can be pivoted to form a substantially horizontal flat surface above the seats converted into a berth.
• rows of seats in the cabin are adjustable so as to seat two or three passengers in a seated position.
• Such a modular row can then be used to receive three passengers when the vehicle makes relatively short trips, as well as day trips.
• the modular row is configured to receive two passengers. If this row is convertible into berths as mentioned above, the two passengers occupying this row can also be accommodated both lying down.
• a cabin has two side walls and a longitudinal corridor, and inclined rows are arranged parallel to each other each time between a side wall and the longitudinal corridor.
• This configuration is for example suitable for a single-aisle aircraft.
• a cabin according to the invention comprises two lateral walls and two longitudinal corridors, inclined rows are arranged parallel to each other each time between a longitudinal corridor and a lateral wall, and Inclined rows are arranged parallel to each other each time between the two longitudinal corridors.
• a third example of cabin configuration provides that the latter comprises two side walls and two longitudinal corridors, that inclined rows are arranged parallel to each other each time between a longitudinal corridor and a side wall, and that inclined rows are arranged in chevrons between the two longitudinal corridors.
• each row of seats is advantageously convertible into two superposed berths, and the substantially triangular space between each row lying along a side wall and the corresponding side wall is used to form a bunk complement.
• a storage space may for example be arranged at each point of a chevron formed by two rows of seats.
• all seats are preferably oriented in the same direction, for example towards the front of the vehicle.
• the present invention also relates to an aircraft, characterized in that it comprises a cabin as described above.
• a cabin according to the present invention can find its place in other vehicles intended to carry passengers for several hours, such as coaches, trains, etc.
• FIG. 1 represents a first view from above of a cabin according to the invention for a first arrangement of this this
• FIG. 2 represents a view from above of the same cabin as that of FIG. 1 with a different layout
• FIG. 3 shows in plan view the cabin of FIGS. 1 and 2 arranged to accommodate passengers in a supine position
• FIG. 4 shows in plan view an alternative embodiment
• FIG. 5 illustrates two variant embodiments of the present invention adapted to a single-aisle aircraft.
• FIG. 6 shows an alternative embodiment for a two-lane aircraft.
• FIG. 7 shows another variant embodiment for a plane with two corridors
• FIG. 8 is an elevational view of a "row" of seats in a sleeping position as shown in FIG. 3, and
• Figure 9 is a perspective view showing a few seats of the embodiment of Figures 1 to 3.
• FIGS 1 to 3 show in plan view an aircraft cabin layout according to the invention.
• the aircraft cabin shown here comprises, in a conventional manner, two side walls 2 and two longitudinal corridors 4.
• conventional equipment of an aircraft cabin is also recognized, which will not be described in detail here.
• These are toilets, trolleys and other lockers.
• An arrow 6 in the figures indicates the flight direction of the aircraft.
• the positioning of the seats 8 is completely original.
• the seats are arranged here next to each other as in a conventional aircraft configuration where the seats are organized in rows and columns.
• the rows 10 are not perpendicular to the longitudinal corridors 4 but are inclined with respect to this corridor.
• the rows 10 are inclined so that on the one hand the passengers sitting on the seats 8 look generally towards the front of the aircraft and on the other hand these passengers are oriented towards the longitudinal corridor 4.
• each row 10 seats 8 is served by a longitudinal corridor 4.
• the seats 8 of a row 10 are then oriented towards the longitudinal corridor 4 serving said row 10.
• the seats 8 closest to the side wall corresponding are more forward than the seats 8 further away from the corresponding side wall 2.
• each row 10 of seats 8 is intended to accommodate two passengers.
• Each seat 8 comprises a seat 12 and a backrest 14. Armrests 16 are also provided. Note in Figure 1 that passengers are comfortably seated and have a wide seat width.
• FIG. 2 represents the same aircraft cabin as that of FIG.
• each row 10 of seats 8 can accommodate three passengers.
• the armrests 16 may be movable armrests that can translate transversely relative to the seats 8.
• it is intended to have two sets of armrests per row 10 of seats 8: a first set of armrests 16 to configure the row 10 to accommodate two passengers and a second set of armrests 16 to configure the row 10 to accommodate three passengers.
• the two armrests 16 at both ends of the row 10 are common to both sets of armrests. There are thus six armrests.
• Each of the armrests is pivotally mounted so as to be retracted into a backrest 14.
• the armrest can be covered with a fabric similar to that of the corresponding backrest 14 so that it becomes almost invisible when it is in its seat. raised position retracted.
• the row 10 When the row 10 must accommodate two passengers, two sitting areas of great width are provided, each sitting area with two armrests 16 clean.
• an armrest 16 In the configuration of a row 10 used for three passengers, four of the six armrests are also used but here, for each place, an armrest 16 is shared with the (or) place (s) neighbor (s).
• an additional seat 18 arranged at the tip of each chevron formed by two rows of seats 10. This seat is oriented in the direction of the flight towards the front of the aircraft. The configuration shown in FIG. 2 thus makes it possible to travel with thirteen passengers in front.
• a seat configuration In a seat configuration according to the invention, three main parameters interfere. First of all, there is the width of the cabin which generally depends on the diameter of the fuselage of the aircraft, the latter being most often of circular cylindrical shape. Then there is the step between two rows of seats. Typically in an aircraft cabin, this pitch is between 28 and 34 inches, or between 0.71 and 0.86 m.
• the angle of inclination of a row relative to the corresponding longitudinal corridor is the third main parameter. This angle is preferably chosen so that, depending in particular on the pitch separating two rows of seats but also on the width of the cabin, the passenger next to the passenger at the end of the row on the side of the longitudinal corridor can leave his seat. (and also access it) without having to disturb his row end neighbor and having to apologize to him.
• Another advantage of this configuration is that it facilitates service during the flight.
• the flight attendants can more easily access the passengers for food and drink.
• Figure 3 the configuration of Figures 1 and 2 can also accommodate passengers lying down. It is provided here, as illustrated in FIGS. 8 and 9, to accommodate each time two passengers in a supine position in each row 10.
• all passengers traveling seated as shown in FIG. 1, can also be accommodated in the cabin in supine position.
• the width of the seats 8 forming the row 10 is used and a space is also used at the end of each row 10.
• the space between said side wall 2 and the seat 8 closest to this side wall is used here. The use of this space can significantly increase the length of sleeping for the passenger.
• a portion of the seat 18 is used to form the berth in each of the rows of the corresponding chevron.
• Figures 8 and 9 illustrate how the rows 10 of seats 8 can be converted into bunks.
• Document FR-2 753 170 shows convertible seats in berths that could be used here.
• the folders 14 are pivoted about 90 ° (a little less because generally the files are not vertical but slightly inclined).
• the seat 12 of each seat is in two parts: a portion 12a secured to the backrest 14 and a portion 12b pivoting. Part 12a is pivoted with the backrest 16 and comes to form a rim for the upper bunk thus produced.
• the portion 12b of the seat is rotated relative to the front edge of the seat by about 180 ° to form the sleeping surface of the lower bunk. In this way, a berth is made that is wider than the depth of the seat 12 of the seat in its seated position.
• FIG. 5 two possible configurations are shown in a single-aisle aircraft cabin.
• This figure illustrates that in a single-aisle aircraft, usually provided for example to receive six passengers in front, it is possible to increase the width of the corridor by keeping six passengers in front or to move eight passengers in front.
• the rows are transverse rows with six passengers abreast
• the comfort of the passengers is improved. These enjoy more space for their legs.
• Side of the side wall the passenger also has room and is not glued against this wall. Note also that only the passenger on the side of a side wall (with six passengers in front) must apology to his neighbor when he wants to leave his place. The other two passengers in the row can leave their seats without having to apology.
• Figure 6 shows another configuration, compared to that of Figures 1 to 3, having two longitudinal corridors.
• nine passengers travel head-to-head in a seated position and six can travel head-on while lying down.
• These rows arranged between the Longitudinal corridors are substantially identical to rows 10 of seats 8 lying along a side wall 2. All these rows 10 of seats 8 can be converted into berths.
• a space 20 is noted each time at each end of the row, either on the side of a lateral wall 2 or on a longitudinal corridor 4.
• space substantially triangular top view can be used as storage space for cushions and / or covers used when the seats are converted into berths.
• FIG. 4 shows another embodiment for a layout between two longitudinal corridors.
• the rows are no longer arranged to form chevrons but with respect to a position in chevrons, the rows are shifted. This allows space savings when the distance between two longitudinal corridors is limited.
• This FIG. 4 also shows the possibility (which can also be adopted of the other embodiments of the invention) of providing a jump seat 22 at the back of a row 10.
• This folding seat is preferably placed at the rear of the seat 8 of the row closest to the longitudinal corridor to access said row. The use of such a jump seat allows two people to be substantially face to face which may be easier to discuss.
• FIG. 7 shows another variant embodiment for a cabin arrangement of the type shown in FIGS. 1 to 3.
• each row 10 of seats 8 that the seat being at the end row of the side of the corridor 4 is not perfectly in line with the other seats of the row 10 but is inclined to the other seats 8 of the row 10 at the end of which it is located.
• This inclination is chosen according to the width of the fitted cabin and also the desired width for the corridors. It corresponds to the angle A made between the axis of the row end inclined seat and the axis of another seat of the same row and is for example less than 45 ° and preferably less than 30 °.
• Figure 7 shows for an inclined seat the axis of this seat, the seat axis adjacent to the inclined seat and the angle A considered here.
• the seat inclination described in the preceding paragraphs is preferably achieved only at one end of said row 10. Note in this figure 6 that in this configuration, one of the seats at the end of row is oriented towards a corridor 4 while the other seat at the end of row is oriented back in the corridor.
• the inclination described above concerns in such a case the seat at the end of the row and oriented towards the corresponding corridor.
• Figure 7 shows only rows of seats of three seats with an inclined seat relative to the other two seats of the row and for a given cabin layout.
• this seat tilt at the end of row may relate to rows of seats with a number of seats other than 3. It can also be adapted to other cabin arrangements, such as, but not limited to, the arrangements shown on Figures 4 to 6.
• FIG. 9 illustrates how fastening rails 24 can be arranged on the floor 26 of the cabin in order to fix on it the rows 10 of seats 8 for the implementation of the present invention.
• the proposed layout is also advantageous for the modularity of the space, for the comfort of the passengers and for the movements in the cabin. Regarding this last point, boarding and disembarking times should be reduced with such a configuration. As also indicated above, the service on board the aircraft is also facilitated by the proposed configuration.
• the present invention is not limited to the preferred embodiments described above by way of non-limiting examples. It also relates to the embodiments not mentioned above and within the scope of the skilled person.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Seats For Vehicles (AREA)
• Body Structure For Vehicles (AREA)
• Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)

Priority Applications (8)

Applications Claiming Priority (4)

Publications (2)

Family

ID=39538776

Family Applications (1)

Country Status (10)

Cited By (4)

Families Citing this family (27)

Family Cites Families (36)

• 2007
  • 2007-12-06 FR FR0708523A patent/FR2924683A1/fr active Pending
• 2008
  • 2008-01-18 FR FR0800263A patent/FR2924682B1/fr not_active Expired - Fee Related
  • 2008-12-05 US US12/746,423 patent/US9162766B2/en active Active
  • 2008-12-05 WO PCT/FR2008/001697 patent/WO2009101294A2/fr not_active Ceased
  • 2008-12-05 JP JP2010536505A patent/JP5580209B2/ja active Active
  • 2008-12-05 BR BRPI0818973A patent/BRPI0818973B1/pt not_active IP Right Cessation
  • 2008-12-05 ES ES08872447T patent/ES2414061T3/es active Active
  • 2008-12-05 RU RU2010127852/11A patent/RU2517624C2/ru not_active IP Right Cessation
  • 2008-12-05 EP EP08872447A patent/EP2219945B1/fr active Active
  • 2008-12-05 CN CN200880125284XA patent/CN101925514B/zh active Active
  • 2008-12-05 CN CN201310060688.8A patent/CN103183127B/zh active Active
  • 2008-12-05 CA CA2707670A patent/CA2707670C/en not_active Expired - Fee Related

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