U.S. patent application number 14/563012 was filed with the patent office on 2015-04-02 for passenger seating assemblies and aspects thereof.
The applicant listed for this patent is Zodiac Seats France. Invention is credited to Jeremy Cailleteau, David Da Silva.
Application Number | 20150091342 14/563012 |
Document ID | / |
Family ID | 45933493 |
Filed Date | 2015-04-02 |
United States Patent
Application |
20150091342 |
Kind Code |
A1 |
Cailleteau; Jeremy ; et
al. |
April 2, 2015 |
PASSENGER SEATING ASSEMBLIES AND ASPECTS THEREOF
Abstract
Multiple features of seating assemblies are detailed Innovations
in or to tray tables, luggage bars, arm rests, seat backs, and seat
frames are included, with features being incorporated into seating
assemblies either separately or in any combination. The assemblies
are configured principally for passenger aircraft but may be used
elsewhere as appropriate or desired.
Inventors: |
Cailleteau; Jeremy; (Saint
Aout, FR) ; Da Silva; David; (Bourges, FR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Zodiac Seats France |
Issoudun |
|
FR |
|
|
Family ID: |
45933493 |
Appl. No.: |
14/563012 |
Filed: |
December 8, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
13066003 |
Apr 4, 2011 |
8931847 |
|
|
14563012 |
|
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Current U.S.
Class: |
297/188.08 |
Current CPC
Class: |
B64D 11/0644 20141201;
B60N 2/0224 20130101; B64D 11/0646 20141201; B64D 11/0643 20141201;
B64D 11/06 20130101; B64D 11/003 20130101; B60N 2/686 20130101;
B64D 11/064 20141201; B64D 11/0636 20141201; B60N 2/682 20130101;
B60N 2/757 20180201; B64D 11/0638 20141201; B60N 3/004 20130101;
B64D 11/0627 20141201 |
Class at
Publication: |
297/188.08 |
International
Class: |
B64D 11/06 20060101
B64D011/06; B64D 11/00 20060101 B64D011/00 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 18, 2010 |
EP |
10306130 |
Oct 18, 2010 |
EP |
10306131 |
Oct 18, 2010 |
EP |
10306133 |
Nov 19, 2010 |
EP |
10191891 |
Nov 22, 2010 |
EP |
10192084 |
Claims
1-10. (canceled)
11. A seat frame comprising: a. at least one fore leg; b. a luggage
bar; and c. means for connecting the luggage bar and the at least
one fore leg so as to distribute to the luggage bar at least some
forces experienced in use by the at least one fore leg.
12. A seat frame according to claim 11 in which the connecting
means is configured to prevent relative rotation between the
luggage bar and the at least one fore leg.
13. A seat frame according to claim 12 in which the connecting
means comprises a bosshead comprising a vertically-oriented cavity
for receiving the at least one fore leg and a horizontally-oriented
cavity for receiving the luggage bar.
14.-23. (canceled)
24. A seat frame according to claim 11 in which (a) the at least
one fore leg comprises first and second fore legs and (b) the
connecting means connects the luggage bar and the first and second
fore legs.
25. A seat frame according to claim 24 in which the connecting
means comprises: a. a first bosshead connecting the luggage bar and
the first fore leg; and b. a second bosshead connecting the luggage
bar and the second fore leg.
26. A seat frame according to claim 25 in which (a) the first
bosshead comprises a vertically-oriented cavity for receiving the
first fore leg and a horizontally-oriented cavity for receiving the
luggage bar and (b) the second bosshead comprises a
vertically-oriented cavity for receiving the second fore leg and a
horizontally-oriented cavity for receiving the luggage bar.
27. A seat frame according to claim 26 in which each of the first
and second bossheads is a unitary structure.
28. A seat frame according to claim 27 further comprising: a. first
and second aft legs; b. a first support bar connecting the first
fore leg and the first aft leg; and c. a second support bar
connecting the second fore leg and the second aft leg.
29. A seat frame comprising: a. first and second fore legs; b.
first and second aft legs; c. a first support bar connecting the
first fore leg and the first aft leg; d. a second support bar
connecting the second fore leg and the second aft leg; e. a luggage
bar; f. means, configured to prevent relative rotation between the
luggage bar and the first fore leg, for connecting the luggage bar
and the first fore leg so as to distribute to the luggage bar at
least some forces experienced in use by the first fore leg; and g.
means, configured to prevent relative rotation between the luggage
bar and the second fore leg, for connecting the luggage bar and the
second fore leg so as to distribute to the luggage bar at least
some forces experienced in use by the second fore leg.
30. A seat frame according to claim 29 in which (a) the means for
connecting the luggage bar and the first fore leg comprises a first
bosshead comprising a vertically-oriented cavity for receiving the
first fore leg and a horizontally-oriented cavity for receiving the
luggage bar and (b) the means for connecting the luggage bar and
the second fore leg comprises a second bosshead comprising a
vertically-oriented cavity for receiving the second fore leg and a
horizontally-oriented cavity for receiving the luggage bar.
31. A seat frame according to claim 30 in which each of the first
and second bossheads is a unitary metal structure.
32. A seat frame according to claim 11 in which the connecting
means fixes position of the luggage bar and position of the at
least one fore leg so as to prevent relative movement between the
luggage bar and the at least one fore leg.
33. A seat frame according to claim 32 in which the connecting
means comprises a bosshead having an opening and a fastener
configured to pass through the opening.
Description
FIELD OF THE INVENTIONS
[0001] These inventions relate to seating assemblies and more
particularly, but not necessarily exclusively, to aspects of
seating units configured for use on-board passenger aircraft and
other transport vessels.
BACKGROUND OF THE INVENTIONS
[0002] Disclosed in U.S. Pat. No. 4,526,421 to Brennan, et al. are
existing aircraft seats with various conventional components.
Illustrated, for example, in FIG. 7 of the Brennan patent is a
typical tray table adapted to deploy from the rear face of the seat
in front of the user. Such table may assume either of two
positions: (1) a horizontal position parallel to the deck on which
the seats are mounted (when the table is in use), with arms
connecting the table to a fore seat outside the envelope of the
seat back and (2) a vertical position substantially perpendicular
to the deck for when the table is stowed. Arm rests either are
fixed in position or pivot upward from their nominal positions of
FIG. 1 of the patent.
[0003] Described in U.S. Pat. No. 6,644,593 to Lambiaso is an
alternative aircraft seat in which a tray table is stowed in a
cavity within an arm rest. Although a cover of the arm rest may
pivot to allow access to the cavity, the position of the remainder
of the arm is fixed relative to the seating deck. Similarly, arm
rests of U.S. Pat. No. 6,237,994 to Bentley, et al. have covers
allowing access to tray tables, but the arm rests themselves do not
move independently of the seat frame.
SUMMARY OF THE INVENTIONS
[0004] The present inventions provide alternative features to some
of those described in the Brennan, Lambiaso, and Bentley patents.
For example, tray tables may be fitted into upper portions of fore
seat backs with associated arms positioned within the envelopes of
the seat backs. The arms further may be inclined so that the
rotational axis of a table may be above a horizontal plane in which
it is deployed for use. Moreover, the tray tables may function as
energy-absorption elements in the event they are contacted by
passenger heads or bodies (during aircraft crash, for example).
[0005] Other tray tables of the inventions instead may be
positioned near or under (but not necessarily within) associated
arm rests. Instead, the tables may be attached to portions of seat
frames (typically seat spreaders) using, for example, pods or arms.
When stowed, the tables may be positioned in spaces between seats,
functionally serving to bound (at least in part) a seating area
available to an occupant of each seat. Different versions of the
tables may be deployed either after lifting associated arm rests or
without having to lift the arm rests. No compartment need
necessarily be designed for any of these tray tables, and a single
pod placed between seats may accommodate two tray tables (one
associated with each adjacent seat) if desired.
[0006] Seating assemblies of the present inventions may, if
desired, include luggage bars. Such bars conventionally function
solely to help retain underseat luggage in place; they do not
absorb bending stresses to which a front leg of a seating assembly
may face. By contrast, those of the present invention are
configured to absorb some of these bending stresses, reinforcing
the frames of the assemblies and permitting front legs to be simple
tubes if desired. In particular, bossheads may be used to connect
luggage bars to one or more front legs so that limited (or no)
rotation of one to the other may occur, with the connections
allowing force transfers from the legs to the bars.
[0007] As noted above, arm rests often may be fixed in (horizontal)
position or allowed to pivot upward from that position. Some
pivoting arm rests additionally include means for locking the rests
in horizontal position when appropriate. These rests are not
interchangeable at present; in other words, a pivoting arm rest may
not readily substitute for a fixed-position arm rest and
vice-versa. Arm rests of the present inventions, however, may
effect this substitution. They are thus in at least this sense
"universal," in that they may be configured in advance to be either
fixed or pivotable. Indeed, merely by changing a single locking
pin, an arm rest may be pre-configured in any of the
above-described manners.
[0008] Seat backs of the present inventions likewise may include
universal mountings regardless of whether the backs are fixed or,
instead, permitted to recline. Using the mountings may facilitate
distribution of stresses while providing similar stress relief
whether or not the backs recline. In some versions, connecting rods
on each side of a seat back may be pressed against sleeves in order
to prevent recline.
[0009] Finally, seat frames--particularly in areas between adjacent
seat bottoms--may accommodate controllers for certain
passenger-actuatable features of the seats. Rather than placing
these controllers in cavities within arm rests, as is often
presently done, controllers among the present inventions may be
placed on or in seat frames. Such placement may allow associated
cables to be mounted on fixed parts and for more direct routing of
the cables. It also permits arm rests to be thinner and lighter if
desired.
[0010] It thus is an optional, non-exclusive object of the present
invention to provide innovative aspects of passenger seating
assemblies, any one or more of which may be utilized independently
of any other one or more such aspects.
[0011] It is another optional, non-exclusive object of the present
invention to provide seating assemblies in which tray tables are
positioned within seat backs such that their associated arms are
within (lateral) envelopes of the backs.
[0012] It is a further optional, non-exclusive object of the
present invention to provide seating assemblies in which tray
tables may be positioned underneath or adjacent arm rests but not
necessarily within any cavities associated with the rests.
[0013] It is, moreover, an optional, non-exclusive object of the
present invention to provide seating assemblies in which luggage
bars may be reconfigured to absorb some forces to which seat legs
may be subjected.
[0014] It is also an optional, non-exclusive object of the present
invention to provide seating assemblies in which arm rests may be
configured in advance to be either fixed or pivotable relative to
their associated seat frames.
[0015] It is an additional optional, non-exclusive object of the
present invention to provide seating assemblies in which
stress-relieving connecting rods may be deployed in connection with
seat backs, with such rods functioning regardless of whether the
seat backs may recline.
[0016] It is yet another optional, non-exclusive object of the
present invention to provide seating assemblies in which
controllers with which passengers interface are repositioned on or
in seat frames rather than, for example, on or in arm rests.
[0017] Other objects, features, and advantages of the present
invention will be apparent to those skilled in appropriate fields
with reference to the remaining text and the drawings of this
application.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] FIG. 1 is a perspective view of an exemplary tray table
consistent with the present inventions and configured for use
principally with a non-reclinable seat back.
[0019] FIG. 2 is a perspective view of a second exemplary tray
table consistent with the present inventions and configured for use
principally with a reclinable seat back.
[0020] FIG. 3 is a perspective view of a row of seats incorporating
other exemplary tray tables consistent with the present invention,
with the tray tables shown as deployed.
[0021] FIG. 4 is a perspective view of the seats and tray tables of
FIG. 3, with the tray tables shown as stowed.
[0022] FIG. 5 illustrates a first exemplary stowage positioning of
a pair of tray tables of FIGS. 3-4.
[0023] FIG. 6 illustrates a second exemplary stowage positioning of
a pair of tray tables of FIGS. 3-4.
[0024] FIG. 7 depicts connection of tray tables of FIGS. 3-4 to a
seat frame.
[0025] FIG. 8 details a seat frame consistent with the present
inventions.
[0026] FIG. 9 illustrates a portion of the seat frame of FIG.
8.
[0027] FIG. 10 is a perspective view of a bosshead of the seat
frame of FIG. 8.
[0028] FIG. 11 is an exploded perspective view of an exemplary
universal arm rest of the present inventions shown prior to
mounting to a seat frame.
[0029] FIG. 12 is a perspective view of the arm rest of FIG. 11
again shown prior to mounting.
[0030] FIG. 13 is a perspective view of the arm rest of FIG. 11
shown mounted to a seat frame.
[0031] FIG. 14 is a cross-sectional view of a mounting bosshead for
use with the arm rest of FIG. 11, the bosshead having a locking pin
shown in a first position.
[0032] FIG. 15 is a generally elevational view of the mounting
bosshead of FIG. 14.
[0033] FIG. 16 is a cross-sectional view of the mounting bosshead
of FIG. 14 with the locking pin shown in a second position.
[0034] FIG. 17 is a generally elevational view of the mounting
bosshead of FIG. 14 with the pin as shown in FIG. 16.
[0035] FIG. 18 is a view of another exemplary seating assembly
consistent with the present inventions.
[0036] FIG. 19 is a view of an articulation mechanism for use with
a seat having a non-reclinable seat back.
[0037] FIG. 20 is a cross-sectional view of the mechanism of FIG.
19.
[0038] FIG. 21 is a view of a connecting rod forming part of the
mechanism of FIG. 19.
[0039] FIG. 22 is a view of an articulation mechanism for use with
a seat having a reclinable seat back.
[0040] FIG. 23 is a cross-sectional view of the mechanism of FIG.
22.
[0041] FIG. 24 is a view of a connecting rod forming part of the
mechanism of FIG. 22.
[0042] FIG. 25 is a cross-sectional view of a conventional arm
rest.
[0043] FIG. 26 is a perspective view of an exemplary seat row
incorporating a command integration system consistent with the
present inventions.
[0044] FIG. 27 is a close-up view of part of the seat row of FIG.
26.
[0045] FIG. 28 illustrates a seat recline actuator that may be used
as part of the command integration system of FIG. 26.
[0046] FIG. 29 illustrates aspects of the command integration
system of FIG. 26 relating to, at least, audio transmissions.
[0047] FIG. 30 illustrates electronics that may form part of the
command integration system of FIG. 26.
DETAILED DESCRIPTION
[0048] Illustrated in FIGS. 1-2 are seat back 10 and tray table 14.
Seat back 10 may include a fore face (not shown) and rear face 18
and be connected to seat frame 22 (see FIG. 2) so as to form part
of a seating assembly 16 for a passenger. Rear face 18 is
configured to accommodate tray table 14 when stowed, including
pivoting latch 26 or similar means for retaining tray table 14 in a
stowed position. It also defines a general width W between its
lower extremities 28A-B. As is well known to those skilled in the
art, tray table 14 is adapted for use by a passenger sitting
immediately behind seating assembly 16.
[0049] Rear face 18 may include any or all of upper portion 30,
central portion 34, and lower portion 38. Conventionally, upper
portion 30 may include a video monitor, central portion 34 receives
a tray table, and lower portion incorporates a literature pocket.
Similarly conventionally, the tray table is connected to arms
extending upward from seat frame 22 and presenting laterally beyond
extremities 28A-B, causing the arms to be spaced a distance greater
than width W. In these conventional assemblies, the rotational axis
of the table thus likewise extends beyond width W.
[0050] By contrast, rear face 18 is designed to receive tray table
14 in its upper portion 30, which as shown in FIGS. 1-2 may be
recessed for that purpose. As detailed in FIG. 1, moreover, primary
arms 42A-B of tray table 14 may connect directly to seat back
10--especially if the seat back 10 does not recline--and thus
define a pivoting or rotational axis no greater than width W.
Alternatively, for a reclinable seat back, primary arms 42A-B may
connect to secondary arms 46A-B (see FIG. 2) connected to either or
both of seat back 10 or seat frame 22, preferably at points on the
rotational axis of the seat back 10. Clear from FIG. 2, however, is
that secondary arms 46A-B need not extend laterally beyond
extremities 28A-B and thus too are spaced a distance less than or
equal to width W.
[0051] In addition to primary arms 42A-B, tray table 14 may
comprise support 50. Support 50 provides a useful portion of tray
table 14, including generally planar upper surface 54 and lower
surface 58 (shown in dotted lines). Support 50 also may be integral
with or attached to primary arms 42A-B and, if desired, may have
one or more folds. When tray table 14 is deployed, its upper
surface 54 is generally horizontal so as to support a food tray or
other objects and, if desired, may include recess 60 for a beverage
cup or other container. Detailed in FIGS. 1-2 is that primary arms
42A-B may be inclined upward from support 50 to their connections
62A-B with seat back 10; accordingly, the rotational axis existing
between the connections 62A-B is above the plane of upper surface
54 when tray table 14 is deployed. The indented form of the lower
part of tray table 14 enables placement of a cup holder (not shown)
on seat back 10 if desired, which cup holder can be used whether
tray table 14 is deployed or stowed.
[0052] By accommodating tray table 14 in upper portion 30, central
portion 34 is available for literature stowage and lower portion 38
is unobstructed to provide more knee and leg room for the passenger
seated behind seating assembly 16. Lower surface 58 additionally
may serve as an ornamental element of seating assembly 16 when tray
table 14 is stowed. Alternatively, because of its high visibility
to a passenger seated behind seating assembly 16 when tray table 14
is stowed, lower surface 58 may include safety admonitions,
advertising, or other information. Finally, in its stowed position
in upper portion 30, tray table 14 may function to absorb energy
should it be contacted by a passenger's head, for example, in the
event of an aircraft crash or rapid deceleration.
[0053] FIGS. 3-6 detail alternate tray table assemblies 100 of the
present inventions. Rather than being connected to seating
assemblies to the fore of the passengers intended to use them,
table assemblies 100 may be attached to units which the passengers
occupy. Table assemblies 100 thus are especially (although not
exclusively) useful at bulkheads or in other circumstances when no
fore seat back is readily available in which to position a tray
table.
[0054] Also illustrated in FIGS. 3-6 is seat frame 104 and adjacent
seats 108A-C. Although three seats 108 are shown in FIGS. 3-4, tray
table assemblies 100 may function regardless of the number of
adjacent seats. Seats 108 may include seat bottoms 112 and seat
backs 116, as is conventional, as well as arm rests 120. Seat frame
104, further, may include components referred to as seat spreaders
122.
[0055] Arm rests 120 may be connected to frame 104 if desired and
be positioned at least between adjacent seats 108. Arm rests 120
also may be designed to pivot between a deployed position (see
FIGS. 3-5) and a retracted position (see FIG. 6). Except for
reasons discussed in connection with FIG. 6, however, arm rests 120
need not necessarily pivot.
[0056] As shown, arm rests 120 exist to the sides of seats 108 and
are spaced above (i.e. vertically higher than) seat bottoms 112.
Vertical space VS thus exists between seat bottoms 112 and arm
rests 120, and it is into some or all of this space VS under arm
rests 120 that tray table assemblies 100 may be stowed. Illustrated
especially in FIGS. 4-6 is that tables 124 of assemblies 100 stow
oriented vertically, whereas they deploy in a horizontal
orientation (as shown in FIG. 3). Tables 124, further, may be
folded when stowed so as to ensure their height is less than
VS.
[0057] Each tray table assembly 100 also may include support arm
128. Support arm 128 advantageously connects to and extends upward
from seat spreader 122 or another part of frame 104. In any event,
support arm 128 preferably connects to frame 104 at or adjacent
forward edges 132 of seat bottoms 112, unlike arm rests 120, which
normally connect to frame 104 toward the rear of frame 104. Support
arm 128 additionally may include conventional or other mechanisms
allowing tables 124 to pivot between generally vertical and
generally horizontal positions.
[0058] A support arm 128 may attach to only one table 124 as, for
example, shown for seat 108A in FIG. 3 or to two tables 124 as
shown for seats 108B-C. It further may position tables 124 slightly
laterally of an arm rest 120, as illustrated in FIG. 5, in which
case the arm rest 120 need not necessarily pivot upward to deploy
tables 124. Alternatively, the assembly 100 of FIG. 6 requires
upward pivoting of arm rest 120 for deployment of tables 124.
[0059] Assemblies 100 thus may be lightweight alternatives to
corresponding conventional tray table assemblies. They may remain
visible even when stowed (see, e.g., FIG. 4), not needing any
storage compartment or shroud (and thus being of minimum weight).
By allowing some support arms 128 to accommodate two tables 124,
all arm rests 120 may be relatively simple and standardized, and no
table cavity need be designed into any outboard arm rest.
[0060] FIGS. 8-9 detail aspects of novel seat frame 200. Frame 200
may include fore and aft seat spreaders 208 and 212 and fore and
aft legs 216 and 220, respectively. Legs 216 and 220 typically
connect to tracks in a floor of an aircraft or other vessel and to
each other via horizontal support bar 224. Strength of legs 216 and
220 and their connections to the tracks are important for passenger
safety. Indeed, passenger seats connected to frame 200 often must
be able to withstand deceleration force of 16g with only limited
track distortion, notwithstanding presumed significant floor
distortion associated with the event leading to the extreme
deceleration.
[0061] Frame 200 also may include luggage bar 228. Conventionally,
luggage bar 228 serves only as a stop for objects placed on a
vessel floor underneath a seat and is not connected to any legs
216. For purposes of these inventions, however, bar 228 is so
connected, hence distributing forces to which legs 216 may be
subjected and thus reinforcing frame 200. Indeed, preferably bar
228 is connected to at least two legs 216 (as shown in FIG. 8).
[0062] Bosshead 232 provides an exemplary junction for bar 228 and
a leg 216. Bosshead 232 may comprise vertical cavity 236 for
receiving leg 216 and horizontal cavity 240 for receiving bar 228.
For strength, bosshead 232 preferably is a unitary metal structure,
although it need not necessarily be either unitary or metallic.
Bolts, screws, or other fasteners may be passed through openings
244 and 248 to fix bar 228 and leg 216, respectively, to bosshead
232, thus preventing relative rotation between bar 228 and leg 216.
Use of bosshead 232 also may provide sufficient force distribution
by bar 228 to permit leg 216 to be a simple tube, unlike the more
complex (and heavier) fore legs deployed today.
[0063] Detailed in FIGS. 11-17 are features of an exemplary arm
rest assembly 300 consistent with the present inventions. Assembly
300 may, if appropriate, include arm rest 304, mounting bosshead
308, bolt 312 or other means permitting pivoting of arm rest 304
relative to bosshead 308, and locking pin 316. Assembly 300
additionally may include finishing cover 320, mounting support 324,
and any other suitable element or component.
[0064] Conventionally, arm rests within commercial passenger
aircraft are of three general types: (1) fixed position arm rests
such as those often located on so-called "window" seats abutting
the fuselage or cabin wall; (2) pivotable arm rests such as those
often located between adjacent seats, with pivoting between
horizontal and generally vertical positions allowed freely; and (3)
pivotable arm rests such as those located on so-called "aisle"
seats, with the arm rests locked into a horizontal position until a
latch is sprung. Adjustment mechanisms are typically distributed
among arm rests and seat frames so that final adjustment of a
fixed, freely pivoting, or locking pivoting arm rest cannot occur
until its assembly is mounted on a seat frame.
[0065] Assembly 300, by contrast, may be assembled prior to its
attachment to seat frame 328, as shown in FIG. 12. Bosshead 308,
which includes oblong, semicircular slot 336 with boss 340 in its
middle and a cylindrical through hole in its lower part, may be
connected to arm rest 304 by means of bolt 312 and locking pin 316.
Arm rest 304 may pivot only when locking pin 316 can move freely
within slot 336.
[0066] Assembly 300 thereafter may be attached to seat frame 328
using only screw or other fastener 332. To do so, lugs or
protrusions 341 and 342 of frame 328 may be aligned with mortise
343 of bosshead 308 to appropriately position assembly 300 relative
to the frame 328. Fastener 332 may then be inserted into frame 328
(typically from the rear), through hole 343, and into bore 335 of
bosshead 308 to fix the positioning. Hence, using only fastener
332, assembly 300 may be connected to seat frame 328 without need
for any adjustment on a final assembly line.
[0067] To accommodate the three conventional arm rest types
mentioned above, differing locking pins 316 may be used. One such
locking pin 316 may have part-circumferential groove 344. If groove
344 is aligned with boss 340 (as shown in FIGS. 16-17), pin 316 may
move freely within slot 336 and arm rest 304, in turn, may freely
pivot. If groove 344 is misaligned with boss 340 (see FIGS. 14-15),
by contrast, arm rest 304 will not pivot until the groove 344 is
realigned. Misalignment may occur intentionally by using spring 348
to bear on pin 316, with simple pressure functioning to "unlatch"
the misalignment so as to allow arm rest 304 to pivot. Finally, arm
rest 304 may be fixed in a horizontal, non-pivoting position merely
by utilizing a pin 316 without any groove.
[0068] Hence, merely by choosing a pin 316 and deciding whether to
initially have spring 348 bearing on the pin 316, any of the three
general types of arm rests may be created prior to mounting of
assembly 300. This increases the versatility of assembly 300 and
allows it to be mounted to and dismounted from frame 328 quickly
and easily. Controls or wiring (or both) for such things as
in-flight entertainment (IFE), seat back recline, headphones, power
supply, etc. may be incorporated into assembly 300 as appropriate
or desired.
[0069] FIG. 18 illustrates an exemplary row of seats 400, three of
which (denoted seats 400A-C) are shown together with seat frame
402. Each seat 400 may, if desired, include a seat back 404, a seat
bottom 408, at least one arm rest 410. Seat back 404, further, may
have fore face 416 and rear face 420 (see FIG. 19). Conventionally,
a seat back may be mounted so as to pivot relative to the seat
frame, with pivoting limited by a locking cylinder. If the seat
back is not to pivot, it may be bolted about a second axis
off-centered from the pivoting axis.
[0070] Articulation mechanism 424 instead may be used to replace
these conventional approaches. Mechanism 424 may facilitate
distribution of forces onto both sides of a seat back 404,
improving response of a seat 400 to stresses. It also may be
employed in similar versions regardless of whether seat back 404 is
configured to, or not to, recline.
[0071] Mechanism 424 may comprise primary transversal articulation
sleeves 411 and 412 and secondary transversal articulation sleeves
421 and 422. Each sleeve is aligned with and fixed to frame 402.
Also comprising mechanism 424 may be connecting rods 431 and 432,
one fixed to each side of seat back 404. Each of rods 431 and 432
may include a transversal hole 440 and a transversal oblong hole
450 of circular arc centered on the axis of hole 440. Main axes 461
and 462 may be in the form of screws mounted in respective primary
sleeves 411 and 412, with such screws passing through holes 440 in
rods 431 and 432 to function as a pivot axis. Similar screws
mounted in secondary sleeves 421 and 422 may function as respective
secondary axes 471 and 472, with the screws passing through holes
450 in rods 431 and 432.
[0072] If seat back 404 is desired not to recline (e.g. FIG. 19),
secondary axes 471 and 472 are configured to press connecting rods
431 and 432 against secondary sleeves 421 and 422. This pressure
effects a frictional blockage of movement of seat back 404. By
contrast, if seat back 404 is reclinable (e.g. FIG. 22), secondary
axes 471 and 472 are configured so as not to press connecting rods
431' and 432' against secondary sleeves 421 and 422. Instead,
secondary axes 471 and 472 show frictional clearance with
connecting rods 431' and 432' and thus may travel freely within
holes 450. To effectuate recline, a hydrolock or other
fluid-containing or spring-loaded cylinder 480 may be connected
between frame 402 and a connecting rod 432' by means of transversal
pivoting axes 491 and 492.
[0073] Illustrated as well in FIG. 22 are arms 493 and 494, which
may be used to connect a tray table to rear face 420 within the
envelope of seat back 404. Arms 493 and 494 may mount so as to
pivot about main axes 461 and 462, respectively, abutting stops 495
and 496 when fully deployed. Finally, seat bottom 408 may, if
desired, connect to seat frame 402 by means of main axes 461 and
462, secondary axes 471 and 472, or both sets of axes.
[0074] Shown in FIG. 25 is a conventional arm rest 500. It is
within such an arm rest 500 that many passenger command actuators
currently are placed. Indeed, actuators for seat back recline,
jacks for head phones, IFE controls, etc., all typically are
incorporated into arm rest 500, which often is moveable. Arm rest
500 thus is complex in many respects, having multiple functions in
addition to supporting a passenger's arm.
[0075] Command system 504 of the present inventions transfers
location of some or all of these command actuators away from the
arm rest of a seat. Hence arm rest 508 of seat 512 need not be
complex (unless complexity is desired), and associated cables need
not be routed to a moving part. As depicted especially in FIGS.
26-27, command system 504 may be mounted directly or indirectly on
seat frame 516. Preferably (although not necessarily), such
mounting is to, or near, fore seat spreader 520 so as to place the
passenger interface within easy reach of the passenger. It
additionally may be positioned adjacent seat bottoms 524. Any
suitable means may be used to effect mounting of command system 504
to frame 516. The mounting means may include cover 540 if desired
to mask some of system 504 or render it inaccessible to passengers.
If present, cover 540 advantageously is removable for maintenance,
however.
[0076] Command system 504 may comprise recline system 528 (FIG. 28)
for seat back 532. Recline system 528 itself may comprise lever or
button 541, actuating cylinder 542, and a mechanical connecting rod
or cable 543. Electrical cables 553 may connect head phone jack 552
and IFE or other actuators 551 to electronics 554, any or all of
which additionally may form part of command system 504. Also
connected to electronics 554 via electrical cables 553 may be power
supply sockets 562, which also may form part of command system
504.
[0077] The foregoing is provided for purposes of illustrating,
explaining, and describing embodiments of the present invention.
Modifications and adaptations to these embodiments will be apparent
to those skilled in the art and may be made without departing from
the scope or spirit of the invention. Contents of the Brennan,
Lambiaso, and Bentley patents are incorporated herein in their
entireties by this reference. Also incorporated in their entireties
herein by this reference are the contents of the following patent
applications: EP10306130 (filed Oct. 18, 2010), EP10306131 (filed
Oct. 18, 2010), EP10306133 (filed Oct. 18, 2010), EP10191891 (filed
Nov. 19, 2010), and EP10192084 (filed Nov. 22, 2010).
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