U.S. patent application number 11/549867 was filed with the patent office on 2008-04-17 for aircraft seat.
Invention is credited to Richard J. Gardiner, Kip Devon Harkness, Benn Isaacman.
Application Number | 20080088166 11/549867 |
Document ID | / |
Family ID | 39302453 |
Filed Date | 2008-04-17 |
United States Patent
Application |
20080088166 |
Kind Code |
A1 |
Gardiner; Richard J. ; et
al. |
April 17, 2008 |
AIRCRAFT SEAT
Abstract
An aircraft seat includes a hollow seat structure that is made
from a single layer of a reinforced composite material. In a
unitary construction, the seat structure has a seat portion and a
backrest, and it is formed with a convex surface that is located
under the seat portion. A base frame formed with a concave surface
is attached to the aircraft fuselage, and it is oriented for
juxtaposition with the convex surface of the seat structure to
provide for a relative sliding motion of the seat structure on the
base frame. A connector is also provided for selectively holding
the convex surface of the seat structure in a fixed orientation
relative to the concave surface of the base frame.
Inventors: |
Gardiner; Richard J.;
(Murray, UT) ; Isaacman; Benn; (Tucson, AZ)
; Harkness; Kip Devon; (Flower Mound, TX) |
Correspondence
Address: |
NYDEGGER & ASSOCIATES
348 OLIVE STREET
SAN DIEGO
CA
92103
US
|
Family ID: |
39302453 |
Appl. No.: |
11/549867 |
Filed: |
October 16, 2006 |
Current U.S.
Class: |
297/344.14 |
Current CPC
Class: |
B64D 11/064 20141201;
B64D 11/06 20130101; B64D 11/0696 20130101; B64D 11/0649
20141201 |
Class at
Publication: |
297/344.14 |
International
Class: |
A47C 1/00 20060101
A47C001/00 |
Claims
1. An aircraft seat for attachment to an aircraft fuselage which
comprises: a layer of composite material formed as a seat structure
having a seat portion and a backrest, said layer of composite
material also being formed with a convex surface, wherein the seat
portion defines a plane and the backrest defines a plane and
wherein the convex surface of the seat structure has a radius of
curvature "R" measured from a line, and further wherein the seat
portion is between the line and the convex surface, with the line
being substantially parallel to the plane of the seat portion and
to the plane of the backrest; a base frame attached to the aircraft
fuselage, wherein said base frame is formed with a concave surface
for juxtaposition with the convex surface of the seat structure to
provide for a relative sliding motion therebetween; and a connector
for selectively holding the convex surface of the seat structure in
a fixed orientation relative to the concave surface of the base
frame.
2. An aircraft seat as recited in claim 1 wherein the convex
surface of the seat structure and the concave surface of the base
frame have a same radius of curvature "R".
3. An aircraft seat as recited in claim 1 wherein the seat
structure is substantially hollow.
4. An aircraft seat as recited in claim 1 further comprising a
headrest positioned on the backrest for adjustment to support a
person sitting in said seat.
5. An aircraft seat as recited in claim 1 wherein the concave
surface of said base frame comprises a plurality of mutually
parallel rails, and the seat portion of said seat structure
comprises a respective plurality of convex surfaces.
6. An aircraft seat as recited in claim 1 wherein the composite
material is carbon fiber/epoxy and said seat further comprises a
seat belt for holding a person on said aircraft seat.
7. An aircraft seat as recited in claim 1 further comprising a
reinforcing member selectively affixed to said layer to provide
rigidity for said seat.
8. An aircraft seat for attachment to an aircraft fuselage which
comprises: a hollow seat structure having a seat portion integral
with a convex surface and a backrest integral with the seat
portion, wherein the seat portion defines a plane and has a
substantially straight forward edge with the convex surface
extending from the forward edge of the seat portion to a line
behind the backrest, with the seat portion substantially between
the convex surface and the backrest, and with the convex surface
distanced from the seat portion to establish a hollow space
therebetween; a base frame attached to the aircraft fuselage,
wherein said base frame is formed with a concave surface for
juxtaposition with the convex surface of the seat structure to
provide for a relative sliding motion therebetween; and a connector
for selectively holding the convex surface of the seat structure in
a fixed orientation relative to the concave surface of the base
frame.
9. An aircraft seat as recited in claim 8 wherein said seat
structure is made with a layer of composite material of carbon
fiber/epoxy.
10. An aircraft seat as recited in claim 8 wherein the backrest
defines a plane and wherein the convex surface of the seat
structure has a radius of curvature measured from a line located
opposite the seat portion from the convex surface, with the line
being substantially parallel to the plane of the seat portion and
to the plane of the backrest.
11. An aircraft seat as recited in claim 10 wherein the convex
surface of the seat structure and the concave surface of the base
frame have a same radius of curvature "R".
12. An aircraft seat as recited in claim 8 further comprising a
reinforcing member selectively affixed to said seat structure to
provide rigidity for said seat.
13. An aircraft seat as recited in claim 8 wherein the concave
surface of said base frame comprises a plurality of mutually
parallel rails, and the seat portion of said seat structure
comprises a respective plurality of convex surfaces.
14. An aircraft seat as recited in claim 8 further comprising: a
seat belt for holding a person on said aircraft seat; and a
headrest positioned on the backrest for adjustment to support a
person sitting in said seat.
15. An aircraft seat for attachment to an aircraft fuselage which
comprises: a base frame affixed to the aircraft, wherein the base
frame is formed with at least one concave surface and wherein the
concave surface is characterized by having a radius of curvature
"R"; a seat structure formed with a convex surface having a same
radius of curvature "R", with the convex surface of the seat
structure juxtaposed with the concave surface of the base frame to
provide for a relative sliding motion therebetween; and a connector
for selectively holding the seat structure in a fixed orientation
relative to the base frame.
16. An aircraft seat as recited in claim 15 wherein the concave
surface of the base frame is a depression, and the convex surface
of the seat structure is a rail.
17. An aircraft seat as recited in claim 15 wherein the radius of
curvature "R" is approximately three feet.
18. An aircraft seat as recited in claim 15 comprising a plurality
of mutually parallel concave surfaces on the base frame, and a
respective plurality of mutually parallel convex surfaces on the
seat structure.
19. An aircraft seat as recited in claim 15 wherein the seat
structure is of unitary construction and is formed with a seat
portion and a backrest configured in combination to support a
person, and wherein the seat structure further comprises a
reinforcing member selectively affixed thereto to provide rigidity
for the seat.
20. An aircraft seat as recited in claim 15 wherein the seat
structure is made with a layer of composite material of carbon
fiber/epoxy.
Description
FIELD OF THE INVENTION
[0001] The present invention pertains generally to seats for
aircraft. More particularly, the present invention pertains to
aircraft seats that can be rotated on a curved surface and
selectively affixed in either an upright or a reclining
orientation. The present invention is particularly, but not
exclusively, useful as an aircraft seat that is made of a
reinforced composite material and has a substantially hollow,
light-weight structure.
BACKGROUND OF THE INVENTION
[0002] In the design of a seat for an aircraft, at least three
aspects of the seat require particularly careful consideration.
These aspects are: safety, weight and space requirements. Of these,
safety is clearly the most important.
[0003] With specific regard to the safety features of an aircraft
seat, federal regulations require such a seat be able to withstand
impact loads of as much as 19 g's at 600 down, and 26 g's forward
with a 10.degree. yaw and floor deformation. Additionally, the seat
must resist commensurate forces in the fore and aft, as well as
lateral, directions. Stated differently, the seat must be designed
to withstand loads that can be survived by the seat's occupant
(i.e. a human being) without severe spinal injury. In this context,
engineering considerations lead to the conclusion that the adverse
effects of an impact force can be significantly ameliorated by
distributing the load over a greater area of the seat and,
consequently, over a greater portion of its occupant.
[0004] Insofar as weight is a concern in the design of an aircraft
seat, its significance is clearly set forth in the weight and
balance data required for each aircraft. Simply stated, aircraft
performance is directly affected by weight. In this case; less is
best. On the other hand, for a given material, its ability to
withstand load forces (i.e. its strength as a safety factor) is
enhanced by using more material (i.e. increased weight).
Fortunately, several very strong, light-weight materials are now
available (e.g. composite materials). Thus, material strength for
safety purposes can be obtained without unnecessarily sacrificing
too much in weight.
[0005] From a commercial perspective, the space requirements for an
aircraft seat pose several important considerations. Specifically,
in order to accommodate more passengers on the aircraft, smaller
seat space requirements are necessary. At the same time, for
personal comfort, persons flying on the aircraft cannot be
unreasonably confined. For instance, on long duration flights (e.g.
flights greater than about an hour), it is almost imperative that
the seat be adjustable to allow for some personal movement.
Typically, this is accomplished by having the seat be somehow
moveable between a "reclined" position and an "upright" position.
Heretofore, this transition has been accomplished by merely
changing the inclination of the backrest portion of the seat
relative to its seat portion. Such a seat reconfiguration, however,
may be limited by the presence of a bulkhead in the aircraft, or by
the need to maintain accessibility to specific areas such as
emergency exits.
[0006] Although many different types of seats have been developed
with occupant comfort being the foremost concern, for reasons set
forth above, other considerations may be of overriding concern in
the case of an aircraft seat. One type of seat configuration is
particularly noteworthy. Namely, a seat having a convex underside
resting on a concave surface of same radius of curvature is capable
of substantially addressing the concerns mentioned above. Such a
structure allows the seat to be selectively moved between an
"upright" and a "reclined" orientation, without the necessity of
reconfiguring the seat. Moreover, this reorientation can be done
without intruding beyond a predefined space for the seat. Further,
with an ability to prepare for impact by easily assuming a reclined
position, a vertical impact load can be more effectively
distributed over the seat and its occupant. Also, in a "reclined"
orientation, portions of the seat structure itself are repositioned
to better resist fore and aft movements of the occupant. Thus, an
ability to reorient a seat, while confining it within a predefined
space, can be beneficial for at least two reasons. For one, the
seat can be oriented for increased safety. For another, the seat
will always satisfy prescribed space requirements.
[0007] In light of the above, it is an object of the present
invention to provide an aircraft seat that will satisfy regulatory
requirements for aircraft safety, while limiting the addition of
weight to the aircraft. Another object of the present invention is
to provide an aircraft seat that can be easily reoriented between
"reclined" and "upright" positions for increased passenger safety,
without intruding beyond a predefined space envelope. Yet another
object of the present invention is to provide for an aircraft seat
that is easy to use, is relatively simple to manufacture, and is
comparatively cost effective.
SUMMARY OF THE INVENTION
[0008] In accordance with the present invention, an aircraft seat
is provided that can be easily reoriented for greater safety and
comfort of the occupant, while confining the seat to movement
within a predetermined space. Structurally, the aircraft seat
includes a base frame that is affixed to the fuselage of the
aircraft. It also includes a seat structure that rests on the base
frame. Importantly, the seat structure can move relative to the
base frame and be selectively held by a connector in a variety of
fixed orientations on the base frame.
[0009] For the present invention, the seat structure of the
aircraft seat is of unitary construction. As parts of this unitary
construction, the seat structure includes a seat portion with a
backrest that is inclined at a predetermined angle to the seat
portion (e.g. approximately 105.degree.). Also, as part of this
unitary construction, the seat portion includes a convex surface,
or a plurality of convex rails, that extends across the underside
of the seat portion. Preferably, this convex surface extends from a
front edge of the seat portion to a point behind the backrest.
Dimensionally, the convex surface of the seat portion will have a
radius of curvature "R" measured from a line that lies opposite the
seat portion from the convex surface, and is mutually parallel to
the plane of the seat portion and to the plane of the backrest. In
general, "R" will be around three feet.
[0010] The base frame of the aircraft seat is rigidly affixed to
the fuselage of the aircraft, and it is formed with a concave
surface that corresponds with the convex surface of the seat
structure. Thus, when the seat structure is juxtaposed with the
base frame (i.e. there is a mating engagement of the convex surface
of the seat structure with the concave surface of the base frame),
the seat structure is set for rotation about the line from which
"R" is measured. With this rotation, the seat structure can be
selectively positioned on the base frame in either an "upright"
position, or a "reclined" position. Further, the seat portion can
be held stationary in any selected position by the connector. As
indicated above, the convex surface can comprise a plurality of
rails. In that case, the base frame will comprise a corresponding
number of concave surfaces.
[0011] In the manufacture of the aircraft seat of the present
invention, the entire seat structure can be essentially formed as a
layer of composite material. Specifically, the seat portion, the
backrest, and the convex surface can all be pre-formed and co-cured
as a unit to establish the intended unitary construction for the
seat structure. Similarly, the entire base frame can be pre-formed
and co-cured as a unit. The result is a substantially hollow seat
structure and a substantially hollow base frame that, together, are
extremely light-weight. The seat structure and the base frame can
then be reinforced, if necessary, and provided with cushions, seat
belts, and any other accessories that may be desirable.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] The novel features of this invention, as well as the
invention itself, both as to its structure and its operation, will
be best understood from the accompanying drawings, taken in
conjunction with the accompanying description, in which similar
reference characters refer to similar parts, and in which:
[0013] FIG. 1 is an exploded perspective view of an aircraft seat
in accordance with the present invention;
[0014] FIG. 2 is a front elevation view of a row of aircraft seats
of the present invention, with the seats mounted in the fuselage of
an aircraft; and
[0015] FIG. 3 is a side view of aircraft seats mounted as seen
along the line 3-3 in FIG. 2, with a forward aircraft seat in an
"upright" position (with portions broken away for clarity), and
with an aft aircraft seat in a "reclined" position.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0016] Referring initially to FIG. 1 an aircraft seat in accordance
with the present invention is shown and is generally designated 10.
As shown, the aircraft seat 10 has two essential parts: a seat
structure 12 and a base frame 14. Formed together, in a unitary
construction, the seat structure 12 includes a seat portion 16 and
a backrest 18, with the backrest 18 being inclined relative to the
seat portion 16. For this inclination the angle ".alpha." shown in
FIG. 1 is about seventy five degrees (.alpha..apprxeq.75.degree.).
Additionally, it is also shown in FIG. 1 that the seat portion 16
of the seat structure 12 includes a convex surface 20. A headrest
22 (not part of the unitary construction) is mounted on the
backrest 18 so it can be adjusted for the comfort of the seat
occupant (not shown).
[0017] Still referring to FIG. 1, it will be seen that the base
frame 14 is formed with a concave surface 24. As shown, the base
frame 14 can also have a connector 26 that is used for holding the
seat structure 12 in a selected orientation on the base frame 14.
As will be appreciated by the skilled artisan, the connector 26
could just as well be placed on the seat structure 12 for the same
purpose. In any event, it is important that the convex surface 20
dimensionally correspond with the concave surface 24. Accordingly,
the concave surface 24 of the base frame 14 will have a
substantially same radius of curvature "R" as does the convex
surface 20 of the seat structure 12. In detail, it will be
appreciated that each seat portion 16 has a forward edge 28, and
that the convex surface 20 extends from this forward edge 28 to a
line of points 30 that is located behind the backrest 18.
Geometrically, the convex surface 20 is determined by the magnitude
of the radius of curvature "R". Further, "R" is measured from the
line 32 and is about three feet in length (R.apprxeq.3 ft). As
shown, the line 32 from which "R" is measured is located between a
plane that is defined by the seat portion 16 and a plane that is
defined by the backrest 18. Also, the plane that is defined by the
seat portion 16 lies between the line 32 and the convex surface
20.
[0018] FIG. 2 shows that the aircraft seat 10, as intended for the
present invention, is fixedly mounted in the cabin of an aircraft
fuselage 34. FIG. 2 also shows the aircraft seat 10 positioned
along with another companion seat 10' of the same construction. As
further shown in FIG. 3, it is intended that in addition to the
side-by-side locations of seats 10 and 10' (FIG. 2), they will also
be positioned fore and aft of each other. Further, a seat 10 can be
installed to face forward in the aircraft or, alternatively, to
face aft. With this in mind, the ability of the aircraft seat 10 to
safely and comfortably accommodate a person is important.
[0019] Referring now to FIG. 3, the operation and the unitary
construction of an aircraft seat 10 is best appreciated by
comparing the representative aircraft seats 10a and 10b to each
other and to aircraft seat 10 shown in FIG. 1. Specifically, with
cross reference to FIG. 1, FIG. 3 shows that when the seat
structure 12 is mounted onto the base frame 14, an interface 36 is
established between the convex surface 20 of the seat structure 12
and the concave surface 24 of the base frame 14. Due to the
capability for relative motion between the seat structure 12 and
the base frame 14 at the interface 36, the seat structure 12 is
able to move back and forth along the path 38. This allows the seat
structure 12 to be reoriented between an "upright" orientation
(aircraft seat 10a) and a "reclined" orientation (aircraft seat
10b). Importantly, any reorientation of an aircraft seat 10 does
not require a reconfiguration of the seat 10. Instead, it involves
only movements along the path 38 and will, thus, effectively
confine the aircraft seat 10 to a predefined space.
[0020] Referring still to FIG. 3, it is shown that the aircraft
seat 10a is essentially a single layer 40 made of multiple plies of
a material. Thus, as envisioned for the present invention, the seat
portion 16, backrest 18 and convex surface 20 of the seat structure
12 are pre-formed and co-cured, as a unit. Preferably, the layer 40
is made of a composite material, such as carbon fiber/epoxy (i.e.
graphite), or some other material such as fiber glass, KEVLAR.RTM.
or SPECTRA.RTM.. Similarly, as also indicated for aircraft seat 10a
in FIG. 3, the base frame 14 can have a similar construction. The
consequence of this construction is that both the seat structure 12
and the base frame 14 are substantially hollow. Further, as shown
for the seat structure 12 of aircraft seat 10a, reinforcements 42
can be employed in combination with the layer 40 to improve the
stiffness of the layer 40. Preferably, the reinforcements 42 that
are used for this purpose are of a type generally disclosed in U.S.
Patent Application Publication No. US2004/0070108 A1, which is
assigned to the same assignee as the present invention.
[0021] It will be appreciated by the skilled artisan that the seat
10 can include additional accessories (not shown). For example,
seat belts with or without shoulder harnesses can be provided for
passengers and crew. Also, these seat restraints can be installed
to include emergency-inflatable air bags. It will be further
appreciated that the comfort and safety of the occupant of a seat
10 can be enhanced by using foam pads on the seat 10. In addition
to the above-mentioned accessories, and in order to strengthen the
seat 10, the present invention envisions the seat 10 may include a
core (not shown) of light weight material, such as balsa wood, or
an internal core structure, such as honeycomb.
[0022] For an alternate embodiment of the aircraft seat 10 of the
present invention, FIG. 1 shows that the convex surface 20 may
include a plurality of rails 44, of which the rails 44a and 44b are
exemplary. If used, these rails 44a and 44b will each present a
respective convex surface for the same purposes as disclosed above
for the single convex surface 20. In this alternate embodiment, the
base frame 14 will be formed with depressions (grooves) 46a and 46b
that respectively correspond to the rails 44a and 44b. Accordingly,
the depressions (grooves) 46a and 46b will each present a concave
surface 24 for the same purposes as disclosed above for the single
concave surface 24. As will be appreciated by the skilled artisan,
the locations of the depressions (grooves) and rails can be
reversed.
[0023] While the particular Aircraft Seat as herein shown and
disclosed in detail is fully capable of obtaining the objects and
providing the advantages herein before stated, it is to be
understood that it is merely illustrative of the presently
preferred embodiments of the invention and that no limitations are
intended to the details of construction or design herein shown
other than as described in the appended claims.
* * * * *