WO2019149771A1

WO2019149771A1 - Aircraft seat device

Info

Publication number: WO2019149771A1
Application number: PCT/EP2019/052282
Authority: WO
Inventors: Christoph Hennrich; Jürgen Baumann
Original assignee: Recaro Aircraft Seating Gmbh & Co. Kg
Priority date: 2018-01-30
Filing date: 2019-01-30
Publication date: 2019-08-08
Also published as: DE102018102065A1

Abstract

The invention relates to an aircraft seat device comprising a backrest (12a; 12b; 12d) and at least one structural component (20a; 20b, 36b, 46b; 20c; 20d) coupled at least to the backrest (12a; 12b; 12d) and/or mounted outside a primary load path. According to the invention, at least one structural component (20a; 20b, 36b, 46b; 20c; 20d) is formed at least partially from a magnesium material.

Description

Aircraft seat device

State of the art

The invention relates to an aircraft seat device according to the preamble of

Patent claim 1.

An aircraft seat device having at least one backrest and having at least one structural component coupled at least to the backrest and / or arranged outside a primary load path has already been proposed.

The object of the invention is in particular to provide a generic device with improved properties in terms of weight. The object is achieved by the features of claim 1, while advantageous embodiments and modifications of the invention can be taken from the dependent claims.

Advantages of the Invention The invention is based on an aircraft seat device with at least one

Backrest and with at least one, at least coupled to the backrest and / or arranged outside a primary load path structural component.

It is proposed that the at least one structural component is at least partially formed from a magnesium material. An "aircraft seat device" should in particular be understood to mean a device which comprises at least a part of a

Aircraft seat or an entire aircraft seat is formed. An "aircraft seat" is to be understood in particular as a seat which is intended to be fitted in a seat

Aircraft cabin of an airplane to be raised on a cabin floor and on which a passenger can sit during a flight. The aircraft seat preferably has at least one seat bottom and one coupled to the seat bottom Backrest, wherein the backrest is advantageously pivotally connected to the seat bottom, whereby the aircraft seat preferably in different

Function positions is movable. A "backrest" should be understood to mean, in particular, an element of the aircraft seat which forms at least part of a backrest support surface on which a passenger sitting on the aircraft seat can lean his back. In this case, the backrest preferably comprises at least one main body and a padding unit which the

Forms backrest support surface. The backrest preferably has a load-bearing frame, via which the backrest is connected to the upright unit and / or the seat bottom. A frame of the backrest can be formed as a peripheral frame, for example made of a light metal, or integrally with the rest of the backrest of a self-supporting fiber composite material. The backrest is arranged at a rear end of the seat bottom and extends from the seat bottom unit up, away from a Aufständereinheit.

By "coupled to the backrest" should be understood in particular that a component, in particular the structural component, is connected directly or indirectly to the backrest. In the case of a direct connection, the structural component is connected directly to the backrest via one or more bearing points. In an indirect

Connection is arranged at least one component between the backrest and the attached thereto structural component, such as a seat divider or a support tube. A "primary load path" is to be understood in particular as meaning a structure via which forces transmitted via a belt connection in at least one operating state, in particular in the event of a crash, are diverted into a seat rail, in particular into the cabin floor. The primary load path is in particular at least of a belt connection, at least part of a seat divider, a Aufständereinheit of the aircraft seat and corresponding fittings with which the aircraft seat is mounted in the seat rails formed. By "arranged outside of the primary load path" is meant in particular that an element, in particular the

Structural component, not part of the primary load path and no corresponding major forces are supported by the element. A "structural component" is to be understood in particular as a main part of a component or an essential component of an assembly intended to ensure stability of a component and, in particular, to initiate forces typical for the use of the component into a support structure, preferably into the primary load path of the aircraft seat , The structural component is preferably formed as part of an armrest, as part of an aircraft seat, as the entire aircraft seat table, as part of an aircraft seat carrier, as the entire aircraft seat carrier, as part of an aircraft seat headrest, or as a luggage rack. Under "at least partially from one

Magnesium material "is to be understood in particular that a component,

in particular the structural component, based on its weight at least 30%, preferably more than 50% and in a particularly advantageous embodiment is formed to more than 95% of a magnesium material. It is conceivable in particular that an insert could be provided to increase rigidity or to achieve other properties as part of the structural component and thereby

are preferably cast in the structural component. Particularly advantageously, the structural component is completely formed from a magnesium material. Under a "magnesium material" is in particular a magnesium, in particular a

Magnesium alloy can be understood, which consists to a large extent, ie more than 50%, preferably more than 95% and in some embodiments to more than 99% of magnesium. By "intended" is intended to be understood in particular specially designed and / or equipped. The fact that an object is intended for a specific function should in particular mean that the object fulfills and / or executes this specific function in at least one application and / or operating state. By an embodiment of the invention can advantageously be provided at least one component of the aircraft seat, which in contrast to a

Embodiment according to the prior art is particularly light and at the same time sufficiently stable. As a result, advantageously a particularly lightweight seat and / or a seat assembly can be provided.

It is further proposed that the at least one structural component has wall thicknesses in at least a partial area of not more than 2.5 mm. A "wall thickness" is to be understood in particular as meaning a thickness of a wall which at least partially forms the structural component. A measurement of the wall thickness is preferably perpendicular to a wall extent. A "partial area" is to be understood in particular as a partial area of the structural component that is greater than 50% of the total volume of the structural component in terms of volume, more preferably greater than 75% of the total volume of the structural component, and particularly preferably greater than 95 % of the total volume of the structural component. in principle It is also conceivable that the entire structural component wall thickness of a maximum of 2.5 mm. As a result, the structural component can be formed particularly advantageously easily.

It is also proposed that the at least one structural component is at least partially produced in a thixoforming process. A "thixoforming process" is to be understood in particular as a process in which a material, preferably a magnesium material, is heated to a transition temperature between a solid and a liquid state of matter, wherein the material is in a thixotropic state in which the material passes through a corresponding method is pressed into a mold. By "at least partially produced in a thixoforming process" is to be understood in particular that a component, in particular a structural component in a manufacturing process is at least partially formed by the thixoforming process and then completed by at least one further process step. As a result, the structural component can be produced particularly advantageously, in particular with particularly advantageously low wall thicknesses.

It is further proposed that the at least one structural component is at least partially manufactured in a vacuum casting process. By "at least partially manufactured in a vacuum casting process" is to be understood in particular that at least a part of a manufacturing process of the structural component of a

Vacuum casting process, it is conceivable that the manufacturing process of the structural component can only consist of the vacuum die-casting process or the vacuum casting process at least one further process step upstream or downstream. As a result, the structural component can be produced particularly advantageously.

Furthermore, it is proposed that the at least one structural component is formed by a hollow body at least in a partial area. This can do that

Structural component are designed to be particularly lightweight and stable.

Furthermore, it is proposed that the at least one structural component has an area-volume ratio that is smaller than 50 in ² / in ³ . By "smaller than 50 in ² / in ³ " is meant in particular that the area-volume ratio is preferably at most 50 in ² / in ³ , advantageously less than 45 in ² / in ³ and in a particular advantageous embodiment of the structural component is smaller than 40 in ² / in ³ . In this case, the structural component is formed in an advantageous embodiment with an area-volume ratio of less than 40 in ² / in ³ in particular predominantly as a hollow body. In an embodiment of the structural component as predominantly a solid made of a solid material, the area-volume ratio of the structural component is preferably less than 20 in ² / in ³ . As a result, the structural component can be designed to be particularly secure.

It is also proposed that the at least one structural component is formed by at least two interconnected shell components. By "connected" is meant in particular by means of a corresponding connection method form and / or cohesively connected to each other. It is particularly conceivable that the two shell elements are connected directly or indirectly. The at least two shell elements are preferably connected together by an adhesive connection or by a welded connection. A "shell component" is intended in particular to mean a component with a small wall thickness, preferably in the

Substantially be understood with a wall thickness of less than 2.5 mm, which preferably has a curved course and is provided together with another shell member to at least partially define an interior space. As a result, the structural component can be designed to be particularly simple as a hollow body.

It is further proposed that the at least one structural component is formed at least as part of an aircraft seat armrest. An "aircraft seat armrest" is to be understood as meaning, in particular, an element of the aircraft seat which, in particular at the side of the backrest, provides a bearing surface for an arm of a passenger. Thereby, the structural component can be formed particularly advantageous.

In addition, it is proposed that the at least one structural component is formed at least as part of an aircraft seat headrest. An "aircraft seat headrest" is to be understood, in particular, as an element arranged in an upper region of the backrest, which in particular provides a head support surface for a head of a passenger seated on the aircraft seat. In this case, the aircraft seat headrest has, in addition to the structural component, at least one padding unit and advantageously a replaceable cover which at least partially covers the padding unit. It is particularly conceivable that the aircraft seat headrest height adjustable or positionally fixed to the backrest. Thereby, the structural component can be formed particularly advantageous.

It is further proposed that the at least one structural component is formed at least as a part of an aircraft seat. An "aircraft seat" is to be understood, in particular, as meaning a table mounted on the backrest and preferably pivotally mounted, which is provided for a passenger seated behind the aircraft seat on which it is mounted. In principle, it is also conceivable that the aircraft seat table is designed as a dining table, which is connected to a console of an aircraft seat area and not directly to the aircraft seat. As a result, an aircraft seat table can be made particularly easy.

It is also proposed that the at least one structural component is formed at least as part of an aircraft seat carrier. An "aircraft seat carrier" is to be understood in particular as a carrier which couples the aircraft seat with a supporting structure, preferably in particular with an upright unit and / or the backrest. An aircraft seat carrier is preferably formed as an elongated carrier, in particular as an elongate rod, which is pivotally connected at a first end to a supporting structure and at the second end of the aircraft seat table is pivotally connected. The aircraft seat is preferably connected via two aircraft seat carrier with a supporting structure, in particular the Aufständereinheit or the backrest of the aircraft seat. As a result, an aircraft seat carrier can be formed particularly advantageously light.

The aircraft seat device according to the invention is not intended to be the above

described application and embodiment be limited. In particular, in order to fulfill a mode of operation described herein, the aircraft seat device according to the invention may have a number deviating from a number of individual elements, components and units mentioned herein.

drawings

Further advantages emerge from the following description of the drawing. In the drawings, five embodiments of the invention are shown. The drawings, the description and the claims contain numerous features in combination. The A person skilled in the art will expediently also consider the features individually and combine them into meaningful further combinations.

Show it:

1 is a schematic representation of a portion of an aircraft seat with an aircraft seat device according to the invention with a

Structural component formed as part of an aircraft seat armrest,

Fig. 2 is a schematic representation of a structural component, the

at least two shell elements is formed,

Fig. 3 is a schematic representation of a shell element, which is the

Structural component at least partially forms,

4 shows a schematic illustration of a part of an aircraft seat with an aircraft seat device according to the invention in a second exemplary embodiment,

Fig. 5 is a schematic representation of a structural component, a

Aircraft air table training,

Fig. 6 is a schematic representation of a structural component, a

Aircraft airfield carrier trains,

7 shows a schematic illustration of a part of an aircraft seat with an aircraft seat device according to the invention in a third exemplary embodiment,

Fig. 8 is a schematic representation of a portion of an aircraft seat with an aircraft seat device according to the invention in a fourth embodiment and

Fig. 9 is a schematic representation of a part of an inventive

Aircraft seat device in a fifth embodiment.

Description of the embodiments

Figures 1 to 3 show a first embodiment of an aircraft seat device.

The aircraft seat device is part of a partially illustrated aircraft seat 10a. The

Aircraft seat 10a is intended to be raised in an aircraft cabin.

The aircraft seat 10 a is formed as a part of an aircraft seat row, the plurality of Aircraft seats 10a includes. In principle, it is also conceivable that the aircraft seat 10a is designed as a single seat. Basically, it is also conceivable that the

Aircraft seat 10a is formed as a seat in an at least partially separate aircraft seat area. It is particularly conceivable that the aircraft seat 10a is designed as a business class aircraft seat or a first class aircraft seat. The

Aircraft seat 10a comprises an erector unit 14a by means of which the aircraft seat 10a can be mounted on a cabin floor. The aircraft seat 10a further comprises a seat bottom 16a, on which a passenger can sit, in particular during a flight. The aircraft seat 10a further comprises a backrest 12a. The backrest 12a is part of the aircraft seat device. The backrest 12a is coupled to the upright unit 14a. Preferably, the backrest 12a is pivotally connected to the upright unit 14a. The aircraft seat 10a has two seat dividers 18a, which laterally bound the aircraft seat 10a. The seat dividers 18a are coupled to the erector unit 14a. About the seat divider 18a, the backrest 12a is connected to the Aufständereinheit 14a. The aircraft seat 10a has a primary load path. The primary load path is designed as a load path via which forces introduced into the seat divider 18a via a belt connection are introduced into the cabin floor via the upstand unit 14a. The aircraft seat 10a has two aircraft seat armrests 22a. The

Aircraft seat armrests 22a are connected to the side of the seat bottom 16a. The

Aircraft seat armrests 22a are each connected via a seat divider 18a to the backrest 12a and the Aufständereinheit 14a. Alternatively, it would also be conceivable that the aircraft seat armrests 22a are connected directly to the backrest 12a.

The aircraft seat device comprises a structural component 20a. The structural component 20a is not part of the backrest 12a. The structural component 20a is part of the

Aircraft seat armrest 22a formed. The structural member 20a forms a supporting body of the aircraft seat armrest 22a. The aircraft seat armrest 22a includes at least one comfort element 24a that at least substantially forms an upper surface of the aircraft seat armrest 22a. The comfort element 24a is preferably at least substantially formed by a soft foam, a plastic, and / or a silicone. In principle, it is also conceivable that the comfort element 24a also has an exchangeable cover. The comfort element 24a is with the

Structural component 20 a connected. The comfort element 24a is advantageous via a detachable connection, in particular via a non-positive and / or positive connection firmly connected to the structural component 20a. In principle, it would also be conceivable that the comfort element 24a is non-destructively non-detachably connected to the structural component 20a, in particular via an adhesive and / or welded connection. The comfort element 24a substantially covers an upper side of the structural component 20a. The

Aircraft seat armrest 22a further includes two lateral cover members 42a, 44a. The cover elements 42a, 44a are arranged in a rear region of the aircraft seat armrest 22a and cover the structural component 20a, in particular laterally. In principle, it is also conceivable that the lateral cover elements 42a, 44a laterally cover a larger part of the structural component 20a, preferably these extend to a front end of the aircraft seat armrest 22a. The aircraft seat armrest 22a is disposed outside of the primary load path. The structural component 20a is arranged outside the primary load path of the aircraft seat 10a. The structural member 20a is coupled to the seatback 12a. Advantageously, the structural component 20a is indirectly coupled to the backrest 12a. The structural member 20a is coupled to the seat back 12a via the seat divider 18a.

The structural member 20a is formed as a supporting base frame of the aircraft seat armrest 22a. The structural component 20 a forms a bearing point over which the

Aircraft seat armrest 22a connected to the seat divider 18a, preferably pivotally connected. The structural member 20a is formed of a magnesium material. The structural component 20a is formed in particular from a magnesium alloy. The

Structural component 20a has wall thicknesses of less than 2.5 mm. The structural component 20a preferably has a wall thickness of at most 1.5 mm. In particular, the structural component 20a has, for the most part, ie in particular more than 50% of its total volume, a wall thickness of at most 1.5 mm. In principle, it is conceivable that the structural component 20a in certain areas, for example, in particular in connection areas or areas with a higher load, such as in particular a bearing point, a wall thicknesses, which is greater than 2.5 mm. The

Structural member 20a has an area-volume ratio smaller than 40 in ² / in ³ . The structural component 20a is formed as a hollow body. The structural component 20a clamps in its interior an interior, which is enclosed by the structural component 20a to a large extent. The structural component 20a is formed by two shell components 26a, 28a. The two shell components 26a, 28a are interconnected to form the structural component 20a. The shell components 26a, 28a are for forming the Structural component 20a glued together. In principle, it would also be conceivable for the two shell components 26a, 28a to be connected to one another in a cohesive manner in order to form the structural component 20a, or by means of a

Form-fitting connection are firmly connected. In principle, it is also conceivable that the structural component 20a is formed by more than two shell components 26a, 28a. In a connected state, the shell members 26a, 28a preferably form mounting apertures 38a, 40a that allow access to the interior space defined by the structural member 20a. As a result, in particular access to components arranged in the structural component 20a, such as, for example, an actuating element and / or corresponding connecting elements, can be mounted in the interior of the structural component 20a.

The structural member 20a is at least partially made in a thixoforming process. In particular, the two shell components 26a, 28a are formed from a raw mass in a thixofoming process. The shell members 26a, 28a are formed from a magnesium material in a thixoforming process. According to the thixofoming method, the shell components 26a, 28a are already described above

preferably connected together by means of an adhesive method to the

Form structural member 20a. In principle, it is also conceivable that the

Structural component 20a is formed only of a, preferably formed in a thixofoming process element.

FIGS. 4 to 9 show four further exemplary embodiments of the invention. The following descriptions and the drawings are essentially limited to the differences between the embodiments, with respect to the same components, in particular with respect to components with the same reference numerals, in principle also to the drawings and / or the description of the other

Embodiments, in particular of Figs. 1 to 3, can be referenced. To distinguish the embodiments of the letter a is the reference numerals of the embodiment in FIGS. 1 to 3 adjusted. In the exemplary embodiments of FIGS. 4 to 9, the letter a is replaced by the letters b to e.

Figures 4 to 6 show a second embodiment of an aircraft seat device. The aircraft seat device is part of a partially illustrated aircraft seat 10b. The aircraft seat 10b further comprises a backrest 12b. The backrest 12b is part of Aircraft seat device. The backrest 12b is coupled to an upright unit 14b of the aircraft seat 10b. The aircraft seat 10b has a primary load path. The aircraft seat 10b has an aircraft seat 30b. The aircraft seat 30b is pivotally mounted on a rear side of the aircraft seat 10b. The aircraft seat 30b may preferably be pivoted between a use position and a stowage position. The aircraft seat 30b is on a rear side of the

Aircraft seat 10b pivotally mounted. The aircraft seat 30b may

preferably be pivoted between a use position and a stowed position. The aircraft seat 30b is pivotally connected to the seat back 12b by means of two aircraft seat carrier 32b, 34b. The aircraft seat support 32b, 34b are each connected at their lower ends pivotally connected to the aircraft seat 10b. At the upper ends of the aircraft air table supports 32b, 34b, respectively, the aircraft seat 30b is connected in a pivotally mounted manner.

The aircraft seat device comprises a structural component 20b. The structural component 20b is not part of the backrest 12b. The structural component 20b is part of the

Aircraft seat 30b formed. The structural member 20b forms a supporting body of the aircraft seat 30b. The structural component 20b, which forms a main body of the aircraft seat 30b, is formed as a hollow body. The structural component 20b is in particular of two shell components 26b, 28b

formed to form the Grundko body of the aircraft seat 30b

are connected to each other, preferably in particular cohesively. The

Structural member 20b is at least partially made in a vacuum casting process. In particular, the two shell components 26b, 28b are each manufactured in a vacuum casting process. The shell components 26b, 28b are firmly connected to each other after the prototyping in the vacuum casting process by a cohesive connection. The structural component 20b forms an interior. In the interior, the structural component 20b has in particular a plurality of connecting webs which connect an upper side and an underside of the main body of the aircraft seat 30b to one another. As a result, a stability of the aircraft seat 30b can advantageously be increased. The structural component 20b is formed in particular from a magnesium alloy. The structural component 20b has wall thicknesses of less than 2.5 mm. The

Structural member 20b has an area-volume ratio smaller than 50 in ² / in ³ . In principle, it is also conceivable that the structural component 20b, which the Aircraft seat 30b is formed, at least partially or completely formed of a solid body. In this case, the structural component 20b would be formed, for example, by a flat plate, which may in particular have reinforcing ribs.

The aircraft seat device comprises two further structural components 36b, 46b. The

Structural components 36b, 46b are each not part of the backrest 12b. The structural components 36b, 46b each form one of the aircraft seat carrier 32b, 34b. The

Structural components 36b, 46b are designed as support arms. The structural components 36b, 46b are essentially formed from a solid material. The structural components 36b, 46b have an area-volume ratio of less than 20 in ² / in ³ . The structural members 36b, 46b are made of a magnesium material. The structural components 36b, 46b preferably each have a maximum wall thickness of 3 mm over a major part of their extension. In principle, it is also conceivable that the structural components 36b, 46b each have a maximum wall thickness of a maximum of 2.5 mm or 2 mm over a main part of their extent. Particularly in the area of bearings, the carriers have greater wall thicknesses. In principle, it is also conceivable that the aircraft seat carrier 32b, 34b each have one or more cover elements, which are connected to the structural components 36b, 46b.

FIG. 7 shows a third exemplary embodiment of an aircraft seat device. The aircraft seat device is part of an aircraft seat, not shown. The aircraft seat further comprises a backrest 12c. The aircraft seat has a

Primary load path on. The aircraft seat has an aircraft seat headrest 48c. The aircraft seat headrest 48c is attached to an upper end of the seatback 12c in a headrest portion. The aircraft seat headrest 48c has a supporting inner structure 50c. The supporting inner structure 50c of the aircraft seat headrest 48c is formed by a central element 52c and a plurality of outer elements 58c, 60c, 62c, which are preferably coupled to the middle element 52c, preferably with a pivotable connection. In principle, it is also conceivable that the supporting inner structure 50c is merely formed by a middle element.

The aircraft seat device comprises a structural component 20c. The structural component 20c is not part of the backrest 12c. The structural component 20c is part of the

Aircraft seat headrest 48c is formed. The structural member 20c forms part of the supporting inner structure 50c of the aircraft seat headrest 48c. The middle element 50c is formed by the structural component 20c. In principle, it is also conceivable that the aircraft seat device comprises further structural components of a magnesium material, for example, at least one of the outer elements 58c, 60c, 62c of the

Train aircraft seat headrest 48c. The structural component 20c is formed in particular from a magnesium alloy. The structural component 20c has wall thicknesses of less than 2.5 mm. The structural member 20c has an area-volume ratio smaller than 20 in ² / in ³ .

FIG. 8 shows a fourth exemplary embodiment of an aircraft seat device. The aircraft seat device is part of a partially illustrated aircraft seat 10d. The aircraft seat 10d comprises an erector unit 14d, by means of which the aircraft seat 10d can be mounted on a cabin floor. The aircraft seat 10d further comprises a seat bottom 16d on which a passenger, in particular during a flight, can sit. The aircraft seat 10d further comprises a backrest 12d. The backrest 12d is part of the aircraft seat device. The backrest 12d is coupled to the upright unit 14d. Preferably, the seat back 12d is pivotally connected to the standoff unit 14d. The aircraft seat 10d has two seat dividers 18d which laterally delimit the aircraft seat 10d in each case. The aircraft seat device has a lateral

Luggage rack 54d on. The side luggage bar 54d is disposed below the seat bottom 16d and designed to prevent luggage from slipping sideways from underneath the aircraft seat 10d. The aircraft seat device has a tread element 56d. The tread element 56d is formed as a steward step. The tread element 56d is intended to allow a person to rest on it with one foot in order to better reach, for example, a luggage compartment above the aircraft seat 10d. In principle, it is conceivable for the lateral luggage bar 54d and the tread element 56d to be formed integrally with one another.

The aircraft seat apparatus includes a structural member 20d. The structural member 20d is not part of a primary load path of the aircraft seat 10d. The structural member 20d is formed as the luggage rack 54d. Is the luggage rack 54d integral with the

Formed tread element 56d, the structural member 20d forms the luggage rack 54d and the tread element 56d. The structural component 20d is in particular made of a

Magnesium alloy formed. The structural component 20d has wall thicknesses of less than 2.5 mm. The structural member 20d has an area-volume ratio smaller than 20 in ² / in ³ .

FIG. 9 shows a fifth exemplary embodiment of an aircraft seat device. The aircraft seat device is part of an aircraft seat, not shown. The aircraft seat can be designed in particular according to the first embodiment of Figures 1 to 3. Therefore, it should not be further discussed here on a corresponding design. The aircraft seat comprises a backrest, not shown, and two seat dividers, not shown, over which the

Backrest is connected to a Aufständereinheit not shown in detail of the aircraft seat. The aircraft seat comprises a seat bottom, not shown.

The aircraft seat has two aircraft seat armrests 22e. The aircraft seat armrests 22e are connected to the side of the seat bottom. The aircraft seat armrests 22e are each connected via a seat divider to the backrest or the Aufständereinheit.

The aircraft seat apparatus includes a structural member 20e. The structural member 20e is not part of the seat back 12e. The structural component 20e is part of the

Aircraft seat armrest 22e formed. The structural member 20e forms a supporting body of the aircraft seat armrest 22e. The aircraft seat armrest 22 e comprises at least one comfort element, not shown in more detail, which has an upper side of the

Airplane seat armrest 22e at least substantially forms. The comfort element can be designed in particular according to the first embodiment and is therefore not further described here. In principle, it is conceivable that the aircraft seat armrest has lateral cover elements which delimit the structural component 20e at least laterally

The cover elements 42e, 44e are arranged in a rear region of the aircraft seat armrest 22e and cover the structural component 20e in particular laterally.

In principle, it is also conceivable that the lateral cover elements 42e, 44e laterally cover a larger part of the structural component 20e, preferably these extend to a front end of the aircraft seat armrest 22e. The

Aircraft seat armrest 22e is disposed outside of the primary load path. The

Structural member 20e is disposed outside of the primary load path of the aircraft seat.

The structural member 20e is coupled to the seatback. This is advantageous Structural component 20e indirectly coupled to the backrest. The structural member 20e is coupled to the seat back via the seat divider. The structural member 20e is formed as a supporting base frame of the aircraft seat armrest 22e. The structural component 20e forms a bearing point, via which the aircraft seat armrest 22e is connected, preferably pivotally connected, to the seat divider 18e. The structural member 20e is formed of a magnesium material. The structural component 20e is in particular formed from a magnesium alloy. The structural component 20e has wall thicknesses of less than 2.5 mm. The structural component 20e preferably has a wall thickness of at most 1.5 mm. In particular, the structural component 20e has, for the most part, ie in particular more than 50% of its total volume, a wall thickness of at most 1.5 mm. Basically, it is conceivable that the structural component 20e in certain areas, for example, in particular in connection areas or

Areas with a higher load, in particular a bearing, a

Wall thicknesses greater than 2.5 mm. The structural member 20e has an area-volume ratio smaller than 40 in ² / in ³ . The structural component 20e is designed as a hollow body. The structural component 20e clamps in its interior an interior which is at least partially surrounded by the structural component 20e. In contrast to the structural component of the first exemplary embodiment, the structural component 20e is open at least to one side. The structural component 20e may, for example, have a substantially U-shaped outer contour. Preferably that is

Structural component 20e in particular open towards the top. The structural component 20e is molded in one piece in contrast to the first exemplary embodiment. In particular, the structural component 20e is not formed by two shell elements firmly connected to one another in an assembled state. The structural component 20e is designed as a component that is produced in one piece, preferably in particular by a casting process. The structural member 20e forms a bottom plate 62e and two side plates 64e, 66e formed integrally with each other. The bottom plate 62e and the two

Side plates 64, 66 form the basic shape of the structural component 20e. The

Structural component 20e comprises three attachment domes 68e, 70e, 72e, which lie on a

Inside the bottom plate 62 are formed. The attachment domes 68e, 70e, 72e are preferably mounted centrally between the two side plates 64e, 66e. The

Befestigungsdome 68e, 70e, 72e preferably each have fastening means, on which in particular a cover plate, not shown, or the comfort element, not shown, which forms an upper side of the aircraft seat armrest 22e, can be mounted on the structural component 20e. The fastening means may preferably be designed in particular as holes with an internal thread. The

Structural member 20e has a plurality of transverse and longitudinal stiffening ribs 74e, 76e. The stiffening ribs 74e, 76e extend in an inner space of the structural member 20e between the side plates 64e, 66e and the bottom plate 62e. The stiffening ribs 74e, 76e are formed integrally with the side plates 64e, 66e and the bottom plate 62e. The stiffening ribs 74e, 76e are preferably at least partially integrally connected with the Befestigungsdomen 68e, 70e, 72e. The stiffening ribs 74e, 76e are provided in particular for stiffening the structural component 20e. The stiffening ribs 74e, 76e preferably have recesses at least partially and, in particular, do not extend from a bottom plate 62e to an upper end of the structural component 20e, in particular to form guide channels 78e. In particular, electronic components, a wiring or transmission elements, in particular a Bowden cable, can be guided through the structural component 20e in the guide channels 78e.

reference numeral

10 aircraft seat

12 backrest

14 Aufständereinheit 16 Sitzboden

18 seat dividers

20 Structural component 22 Aircraft seat armrest 24 Comfort element 26 Shell component 28 Shell component 30 Aircraft air table 32 Aircraft airbag support 34 Aircraft airbag support 36 Structural component 38 Assembly openings 40 Assembly openings 42 Cover element 44 Cover element 46 Structural component 48 Aircraft seat head rest 50 Internal structure

52 middle element

54 luggage bar

56 tread element

58 outer element 60 outer element 62 base plate

64 side plate

66 side plate Mounting dome Mounting dome Mounting dome Reinforcing rib Reinforcing rib Guiding channel

Claims

claims

1 . An aircraft seat device comprising at least one backrest (12a, 12b, 12d) and at least one, at least with the backrest (12a; 12b; 12d) coupled and / or arranged outside a primary load path

Structural component (20a; 20b, 36b, 46b; 20c; 20d), characterized in that the at least one structural component (20a; 20b, 36b, 46b; 20c; 20d) is formed at least partially from a magnesium material.

2. Aircraft seat device according to claim 1, characterized in that the at least one structural component (20a; 20b, 36b, 46b; 20c; 20d) has wall thicknesses in at least a partial area of at most 2.5 mm.

3. Aircraft seat device according to claim 1 or 2, characterized in that the at least one structural component (20a; 20c; 20d) is at least partially manufactured in a thixoforming process.

4. Aircraft seat device according to one of the preceding claims, characterized in that the at least one structural component (20b, 36b, 46b) is at least partially manufactured in a vacuum casting process.

5. Aircraft seat device according to one of the preceding claims, characterized in that the at least one structural component (20a, 20b) is formed at least in a partial region of a hollow body.

6. The aircraft seat apparatus according to one of the preceding claims, characterized in that the at least one structural component (20a; 20b, 36b, 46b; 20c; 20d) has an area-volume ratio smaller than 50 in ² / in ³ .

7. Aircraft seat device according to one of the preceding claims, characterized in that the at least one structural component (20a, 20b) is formed by at least two interconnected shell components.

8. Aircraft seat device according to one of the preceding claims, characterized in that the at least one structural component (20a) is formed at least as a part of an aircraft seat armrest (22a).

9. aircraft seat device according to one of the preceding claims, characterized in that the at least one structural component (20c) is formed at least as part of an aircraft seat headrest (48c).

10. Aircraft seat device according to one of the preceding claims, characterized in that the at least one structural component (20b) is formed at least as a part of an aircraft seat (30b).

11. Aircraft seat device according to one of the preceding claims, characterized in that the at least one structural component (36b, 46b) is formed at least as a part of an aircraft seat support (32b, 34b).

12. Structural component of an aircraft seat device according to one of the preceding claims.

13. aircraft seat with an aircraft seat device according to one of claims 1 to 1 1.