A dynamic electro-mechanical ottoman may include a rail assembly with one or more actuatable tracks coupled to one or more rails. The dynamic electro-mechanical ottoman may include a cushion assembly translatable via the one or more actuatable tracks between a first translation position and a second translation position. The cushion assembly may include one or more cross plates coupled to a pivot shaft and the one or more actuatable tracks, and a cushion sub-assembly. The cushion sub-assembly may include one or more support plates coupled to a cushion and the pivot shaft, and may be rotatable about an axis through the pivot shaft between a first rotation position and a second rotation position. A top surface of the cushion may at least partially face an aircraft seat when the cushion sub-assembly is in the second rotation position.

BACKGROUND OF THE INVENTION

Select passenger aircraft include main cabin premium areas (e.g., business-class areas or first-class areas), where the main cabin premium areas include partitioned areas and/or premium enclosed compartments. The premium areas may include amenities such as, but not limited to, convertible aircraft seats (e.g., reclining seats, lay-flat seats including a bed mode, or the like), in-flight entertainment (IFE) devices (e.g., displays, or the like), and/or passenger trays that can be used when passengers want to eat, drink, read, write, and/or use portable devices (e.g., laptops, tablets, or the like).

During very long travel (e.g., transoceanic or other long-haul flights), a passenger may wish to recline the convertible aircraft seat and/or utilize the convertible aircraft seat in the bed mode (e.g., in the lay-flat position). The sleeping area of the convertible aircraft seat in bed mode, however, may be limited to the dimensions of the convertible aircraft seat (e.g., the combined length of a seat back cushion and a seat cushion of the convertible aircraft seat), which may not be enough for select passengers.

Airlines may wish to provide passengers occupying the main cabin premium areas with a foot rest proximate to the convertible aircraft seats. The foot rest may be positionable relative to the passenger. The positioning of the foot rest may be dependent on the movement and/or location of the convertible aircraft seat.

Therefore, it would be advantageous to provide a solution that cures the shortcomings described above.

SUMMARY

In one aspect, embodiments of the inventive concepts disclosed herein are directed to a dynamic electro-mechanical ottoman for an aircraft. The dynamic electro-mechanical ottoman may include a rail assembly. The rail assembly may include one or more rails. The rail assembly may include one or more actuatable tracks coupled to the one or more rails. The dynamic electro-mechanical ottoman may include a cushion assembly translatable via the one or more actuatable tracks between a first translation position and a second translation position. The cushion assembly may include one or more cross plates coupled to the one or more actuatable tracks. The cushion assembly may include a pivot shaft coupled to the one or more cross plates. The cushion assembly may include a cushion sub-assembly. The cushion sub-assembly may include one or more support plates coupled to the pivot shaft. The cushion sub-assembly may include a cushion coupled to the one or more support plates. The cushion sub-assembly may be rotatable about an axis through the pivot shaft between a first rotation position and a second rotation position. A top surface of the cushion may at least partially face an aircraft seat when the cushion sub-assembly is in the second rotation position.

In an additional aspect, embodiments of the inventive concepts disclosed herein are directed to a passenger compartment for an aircraft. The passenger compartment may include an aircraft seat. The passenger compartment may include a dynamic electro-mechanical ottoman. The dynamic electro-mechanical ottoman may include a rail assembly. The rail assembly may include one or more rails. The rail assembly may include one or more actuatable tracks coupled to the one or more rails. The dynamic electro-mechanical ottoman may include a cushion assembly translatable via the one or more actuatable tracks between a first translation position and a second translation position. The cushion assembly may include one or more cross plates coupled to the one or more actuatable tracks. The cushion assembly may include a pivot shaft coupled to the one or more cross plates. The cushion assembly may include a cushion sub-assembly. The cushion sub-assembly may include one or more support plates coupled to the pivot shaft. The cushion sub-assembly may include a cushion coupled to the one or more support plates. The cushion sub-assembly may be rotatable about an axis through the pivot shaft between a first rotation position and a second rotation position. A top surface of the cushion may at least partially face the aircraft seat when the cushion sub-assembly is in the second rotation position.

In a further aspect, embodiments of the inventive concepts disclosed herein are directed to a dynamic electro-mechanical ottoman. The dynamic electro-mechanical ottoman may include a rail assembly. The rail assembly may include one or more rails. The rail assembly may include one or more actuatable tracks coupled to the one or more rails. The dynamic electro-mechanical ottoman may include a cushion assembly translatable via the one or more actuatable tracks between a first translation position and a second translation position. The cushion assembly may include one or more cross plates coupled to the one or more actuatable tracks. The cushion assembly may include a pivot shaft coupled to the one or more cross plates. The cushion assembly may include a cushion sub-assembly. The cushion sub-assembly may include one or more support plates coupled to the pivot shaft. The cushion sub-assembly may include a cushion coupled to the one or more support plates. The cushion sub-assembly may be rotatable about an axis through the pivot shaft between a first rotation position and a second rotation position. A top surface of the cushion may at least partially face a seat when the cushion sub-assembly is in the second rotation position.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

Further, any arrangement of components to achieve a same functionality is effectively “associated” such that the desired functionality is achieved, such that any two components herein combined to achieve a particular functionality can be seen as “associated with” each other (irrespective of architectures or intermedial components). Any two components so associated can also be viewed as being “operably connected” or “operably coupled” to each other to achieve the desired functionality, and any two components capable of being so associated can also be viewed as being “operably couplable” to each other to achieve the desired functionality. Examples of operably couplable include, but are not limited to, physically mateable and/or physically interacting components, wirelessly interactable and/or wirelessly interacting components, logically interacting and/or logically interactable components, or the like.

FIGS.1A-5Dgenerally illustrate exemplary embodiments of a dynamic retention system for an aircraft seat in accordance with the inventive concepts disclosed herein.

Broadly, embodiments of the inventive concepts disclosed herein are directed to a dynamic electro-mechanical ottoman. More particularly, embodiments of the inventive concepts disclosed herein are directed to a dynamic electro-mechanical ottoman configured to be positionable relative to a passenger in a convertible aircraft seat, where the positioning may be dependent on a movement and/or location of the convertible aircraft seat.

It is noted herein the dynamic electro-mechanical ottoman may be implemented in any environment of a number of environments. For example, the environment may include any type of vehicle known in the art. For instance, the vehicle may be any air, land, or water-based personal equipment or vehicle; any air, land, or water-based commercial equipment or vehicle; any air, land, or water-based military equipment or vehicle known in the art. By way of another example, the environment may include a commercial or industrial establishment (e.g., a home or a business).

Where the environment is an aviation environment, the dynamic electro-mechanical ottoman may be configured in accordance with aviation guidelines and/or standards put forth by, but not limited to, the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA) or any other flight certification agency or organization; the American National Standards Institute (ANSI), Aeronautical Radio, Incorporated (ARINC), or any other standards setting organization or company; the Radio Technical Commission for Aeronautics (RTCA) or any other guidelines agency or organization; or the like.

FIG.1A-1Cillustrates exemplary embodiments of an aviation environment100including an enclosed passenger compartment102, in accordance with the inventive concepts disclosed herein. For example, the aviation environment100may include, but is not limited to, an aircraft cabin100.

The passenger compartment102may include one or more aircraft seats104. For example, an aircraft seat104may include a seat back, a seat, and/or one or more arms. The aircraft seat104may include a base106. For example, the base106may be coupled to one or more floor fittings within a floor of the aircraft cabin100. By way of another example, the base106may be exposed and/or at least partially covered by a shroud. For instance, the shroud may be formed from one or more shroud sections.

The aircraft seat104may be translatable (e.g., trackable or slidable) along an axis length-wise relative to the aviation environment100into a position including, but not limited to, a fore position and/or an aft position. The aircraft seat104may be rotatable about an axis cross-wise through the aircraft seat104into a position including, but not limited to, an upright or raised position, a reclined position, and/or a lay-flat or bed position. The aircraft seat104may be rotatable about an axis (e.g., swivelable) through the aircraft seat104and the base106into a position including, but not limited to, an inboard position, a forward-facing position (or rear-facing position, depending on seat placement within the passenger compartment102), and/or an outboard position. The aircraft seat104may be fully positionable between the outer limits of motion as defined by the moveable components of the aircraft seat104, the base106, and/or other fixed components of the passenger compartment102.

It is noted herein a combination of a fully upright position, a fully aft (or fully fore position, depending on seat placement within the passenger compartment102) position, and a fully forward-facing position (or fully rear-facing position, depending on seat placement within the passenger compartment102) may be considered a taxi, takeoff, or landing (TTOL) position during select stages of flight, for purposes of the present disclosure. In addition, it is noted herein that any position that does not meet the above-defined requirements of the TTOL position may be considered a non-TTOL position, for purposes of the present disclosure. Further, it is noted herein the aircraft seat104may be translatable and/or rotatable from the TTOL position to a non-TTOL position, and/or vice versa.

The passenger compartment102may include a set of bulkheads108. It is noted herein that the passenger compartment102is illustrated inFIG.1Aas without a front bulkhead108and/or a portion of a side bulkhead108for purposes of clarity only, and should not be interpreted as a limitation on the present disclosure but merely an illustration.

The passenger compartment102may include one or more partitions110. For example, the one or more partitions110may be a vertically translating privacy divider. Although not shown, the one or more partitions110may provide a private space and/or a communal area between multiple passengers within the passenger compartment102where the passenger compartment102includes multiple seats104.

The passenger compartment102may include one or more monuments112(e.g., side stand, table, or the like). A monument112may include an accessible surface114for the passenger. An actuatable tray116(e.g., translatable, foldable, extendable, or the like) may be positioned proximate to the accessible surface114(e.g., on top, in front, underneath in a cavity defined by a space within the monument112, or the like).

The passenger compartment102may include one or more lights118. For example, the one or more lights118may be positioned proximate to the one or more bulkheads108(e.g., positioned on the accessible surface114). By way of another example, the one or more lights118may be secured to and/or at least partially inset within the one or more bulkheads108.

The passenger compartment102may include one or more stowage compartments120,122. For example, a stowage compartment120may include a door124, and may be configured to receive and hold (e.g., contain, secure, or the like) one or more pieces of carry-on luggage. By way of another example, a stowage compartment122may be configured to receive paper-printed materials (e.g., magazines, newspapers, pamphlets, or the like), select personal electronic devices (e.g., phones, tablets, phablets, laptops, music devices, digital video disc (DVD) players, handheld gaming consoles or devices, or the like), passenger amenities, or the like. The one or more stowage compartments120,122may be secured to and/or at least partially inset within the one or more bulkheads108, the one or more monuments112, or the like.

The passenger compartment102may include one or more passenger in-flight entertainment devices (IFEs). For example, the one or more IFEs may include, but are not limited to, one or more displays126secured to and/or at least partially inset within a bulkhead108.

The passenger compartment102may include a footwell128for a passenger. For example, the footwell128may be positioned across from the aircraft seat104within the passenger compartment102. The passenger compartment102may include a dynamic electro-mechanical ottoman130. For example, the ottoman130may be positioned within the footwell128. By way of another example, the ottoman130may be actuatable to a position outside of the footwell128. It is noted herein the ottoman130may be integrated into existing passenger compartments102. In addition, it is noted herein the ottoman130may be configured to be operable in conjunction with existing convertible aircraft seat systems known in the art.

FIGS.2A-2Cillustrate exemplary embodiments of the dynamic electro-mechanical ottoman130, in accordance with the inventive concepts disclosed herein.

The ottoman130may include a cushion assembly200. The cushion assembly200may include a cushion202. The cushion assembly200may include one or more support plates204coupled to the cushion202. For example, where there are multiple support plates204, the multiple support plates204may be coupled together via one or more brace members206(e.g., bars, rods, or the like). The cushion assembly200may include one or more cross plates208. For example, where there are multiple cross plates208, the multiple cross plates208may be coupled together via one or more cross members210(e.g., bars, rods, or the like).

A cushion sub-assembly212including the cushion202, the one or more support plates204, and/or the one or more brace members206may be rotatable about an axis through a pivot shaft214relative to the one or more cross plates208. For example, the pivot shaft214may be coupled to the one or more cross plates208via one or more shaft couplers216(e.g., shaft flanges, bearing assemblies, brackets, or the like).

The cushion sub-assembly212may be rotatable about an axis through the pivot shaft214relative to the one or more cross plates208into a position including, but not limited to, an angled or footrest position, a lay-flat or bed position, and/or a storage position (which may or may not be the same as the lay-flat or bed position). For example, the angled or footrest position may include a position where a top surface of the cushion202at least partially faces and/or is at least partially oriented toward the aircraft seat104(e.g., as illustrated inFIG.5A). A cross plate208may include a groove218(e.g., cam) and a support plate204may include a protrusion220(e.g., cam follower) corresponding to the groove218. For example, the protrusion220may track within the groove218while the cushion sub-assembly212rotates about the axis through the pivot shaft214. For instance, the groove218may include a stop position corresponding to when the cushion sub-assembly212is in an upright position and/or a fully-tilted position. The cushion sub-assembly212is fully rotatable within the range provided by the groove218and corresponding protrusion220.

Rotation of the cushion sub-assembly212about the axis through the pivot shaft214may be at least partially assisted by one or more actuation devices222. For example, the one or more actuation devices222may include, but is not limited to, a gas spring, a mechanical spring, or the like. Rotation of the cushion sub-assembly212about the axis through the pivot shaft214may be at least partially affected by one or more actuators224(e.g., solenoid, servo motor, or the like) coupled to a linkage assembly226(e.g., a cam release and clevis assembly, or the like). For example, an end of the linkage assembly226may be coupled to the protrusion220. By way of another example, the one or more actuators224may engage the one or more actuation devices222. For instance, the one or more actuators224may be configured to prevent actuation of the one or more actuation devices222when engaged. It is noted herein the one or more actuators224may be a single mechanical assembly (e.g., an assembly including a cable coupled to the protrusion220, or the like), such that the linkage assembly226may not be integral or required to the cushion assembly200. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

The cushion assembly200may include a handle or lever228. For example, as illustrated inFIG.1C, the handle228may be located on a front edge or surface of the cushion202. For instance, the handle228may be reachable from the aircraft seat104and/or from an area of the passenger compartment102proximate to the aircraft seat104. The handle228may unlock the cushion sub-assembly212to allow for rotation of the cushion sub-assembly212relative to the one or more cross plates208about the axis through the pivot shaft214. For example, the cushion sub-assembly212may be rotated to any desired position within the outer limits (e.g., as defined by the groove218) when the handle228is depressed. By way of another example, the cushion sub-assembly212may be locked in the rotated position when the handle228is released.

It is noted herein that the rotation of the cushion sub-assembly212may position the cushion202at an angle relative to the floor of the aircraft cabin100. For example, the angle may be pre-set by the outer limits of motion as defined by the moveable components of the ottoman130. By way of another example, the angle may be pre-determined to relieve pressure from behind a passenger's knees and/or in a passenger's thighs when the passenger is in a reclined position, subsequently enhancing comfort.

The ottoman130may include a rail assembly230coupled to the cushion assembly200. The rail assembly230may include one or more rails232and one or more seat tube mounts234. The one or more rails232and the one or more seat tube mounts234may be coupled together via one or more rail supports236. The one or more seat tube mounts234may be coupled to one or more seat tubes238. For example, the one or more seat tubes238may be positioned perpendicular (e.g., cross-wise) to a direction of travel of the cushion assembly200relative to the rail assembly230. The rail assembly230may be supported by one or more feet240. For example, the one or more feet240may be coupled to the one or more seat tube mounts234. By way of another example, the one or more feet240may be adjustable.

The rail assembly230may be coupled to one or more floor fittings within a floor of the aircraft cabin100. For example, the one or more seat tubes238and/or the one or more feet240may be coupled to the one or more floor fittings within the floor of the aircraft cabin100, either directly or indirectly (e.g., via one or more intermediary components). The rail assembly230may be coupled to one or more components of the passenger compartment102(e.g., the one or more bulkheads108). For example, the one or more seat tubes238may be coupled to the one or more components of the passenger compartment102(e.g., the one or more bulkheads108), either directly or indirectly (e.g., via one or more intermediary components).

The rail assembly230may include one or more actuatable tracks242. For example, the one or more actuatable tracks242may be coupled to the one or more rails232and the one or more cross plates208of the cushion assembly200. The cushion assembly200may be translatable (e.g., slidable or trackable) along an axis length-wise relative to the aviation environment100via the one or more actuatable tracks242into a position including, but not limited to, a fore position, an aft position, or the like. The cushion assembly200may be translatable (e.g., slidable) along an axis length-wise relative to the aviation environment100via the one or more actuatable tracks242into a position including, but not limited to, a footrest position (e.g., a tilted footrest position), a lay-flat or bed position, and/or a storage position (which may or may not be the same as the lay-flat or bed position).

Translation of the cushion assembly200via the one or more actuatable tracks242may be at least partially assisted by one or more actuation devices244. For example, the one or more actuation devices244may be coupled to the one or more rails232and the one or more cross plates208of the cushion assembly200. By way of another example, the one or more actuation devices244may include, but are not limited to, a gas spring, a mechanical spring, or the like. It is noted herein, however, that the one or more actuation devices244may include one or more mechanical assemblies driven by an actuator such as, but not limited to, one or more gear assemblies (e.g., a worm gear-and-wheel assembly, a rack-and-pinion assembly, or the like), one or more chain-and-sprocket assemblies, one or more belt-and-pulley assemblies, or the like.

Translation of the cushion assembly200via the one or more actuatable tracks242may be at least partially driven by one or more actuators246(e.g., solenoid, servo motor, or the like) coupled to a linkage assembly248(e.g., a pivot plate and pivot pin assembly, or the like). For example, a portion of the linkage assembly248may be coupled to and/or engage a portion of the one or more actuators246and/or a portion of the one or more actuation devices244(e.g., a head of a piston rod of a gas spring). For instance, the portion of the linkage assembly248may be coupled to and/or engage a portion of the one or more actuation devices244(e.g., a head of a piston rod of a gas spring) proximate to one or more couplers250, where the one or more couplers250may be configured to prevent actuation of the one or more actuation devices244when engaged. It is noted herein the one or more actuators246may be a single mechanical assembly (e.g., an assembly including a cable coupled to the protrusion220, or the like), such that the linkage assembly248may not be integral or required to the rail assembly230. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

FIG.3is a side view of an exemplary embodiment of a passenger control unit300for the passenger compartment102including the aircraft seat104and the dynamic electro-mechanical ottoman130, in accordance with the inventive concepts disclosed herein.

The passenger control unit300may be coupled to a surface within the passenger compartment102(e.g., the passenger compartment102illustrated inFIGS.1A-1C). For example, the passenger control unit300may be mounted on or at least partially inset within a surface of the aircraft seat104or the ottoman130(e.g., the aircraft seat104and the ottoman130illustrated inFIGS.1A-1C). By way of another example, the passenger control unit300may be mounted on a surface or at least partially inset within of a bulkhead108or a monument112(e.g., the bulkhead108and the monument112illustrated inFIGS.1A-1C).

The passenger control unit300may include one or more seat toggle switches302. For example, a seat toggle switch302of the one or more seat toggle switches302may be configured to translate the aircraft seat104fore and/or aft, where the aircraft seat104is fully positionable via translation between the outer limits of motion as defined by the moveable components of the aircraft seat104.

The passenger control unit300may include one or more seat switches304. For example, a switch304of the one or more seat switches304may be configured to recline or raise the aircraft seat104, where the aircraft seat104is fully positionable via rotation between the outer limits of motion as defined by the moveable components of the aircraft seat104. By way of another example, a switch304of the one or more seat switches304may be configured to re-position the aircraft seat104into a lay-flat position. By way of another example, a switch304of the one or more seat switches304may be configured to re-position the aircraft seat104into the upright position (e.g., a TTOL position).

The passenger control unit300may include one or more passenger compartment switches306. For example, a switch306of the one or more passenger compartment switches306may toggle the one or more lights118(e.g., the lights118illustrated inFIGS.1B and1C). By way of another example, a switch306of the one or more passenger compartment switches306may signal to cabin crew that the passenger does not wish to be disturbed for a period of the flight. It is noted herein the one or more passenger compartment switches306may be a cover or dust plug for one or more electronics connectors including, but not limited to, one or more headphone jacks, one or more universal serial bus (USB) ports, one or more power outlets, or the like.

The passenger control unit300may include one or more ottoman switches308. Depressing an ottoman switch308of the one or more ottoman switches308may unlock the capability of the ottoman130to linearly translate, where the ottoman130is fully positionable via translation between the outer limits of motion as defined by the moveable components of the ottoman130. For example, depressing the one or more ottoman switches308may unlock the ability for the cushion assembly200to linearly translate (e.g., travel fore and/or aft) relative to the rail assembly230via the one or more actuatable tracks242and/or the one or more actuation devices244(e.g., the actuatable tracks242and the actuation devices244illustrated inFIGS.2A-2C). For instance, the cushion assembly200may travel towards a passenger (e.g., in an aft direction) when an ottoman switch308is depressed via assistance by the one or more actuation devices244(e.g., the actuation devices244illustrated inFIGS.2A and2C) In addition, the cushion assembly200may travel away from a passenger (e.g., in a fore direction) when an ottoman switch308is depressed via assistance by the passenger (e.g., by the passenger pushing against the cushion202of the cushion assembly200, the cushion202illustrated inFIG.2A).

It is noted herein that depressing an ottoman switch308of the one or more ottoman switches308may unlock the capability of the ottoman130to rotate, where the ottoman130is fully positionable via rotation between the outer limits of motion as defined by the moveable components of the ottoman130. In this regard, the handle228may not be integral or required to the present invention.

The ottoman130may be configured to linearly translate only when the cushion sub-assembly212is rotated about the axis through the pivot shaft214relative to the one or more cross plates208(e.g., the cross plates208illustrated inFIGS.2A-2C). For example, the one or more actuators224may prevent the linear translation of the cushion assembly200relative to the rail assembly230unless the cushion sub-assembly212is rotated about the axis through the pivot shaft214relative to the one or more cross plates208(e.g., the cross plates208illustrated inFIGS.2A-2C). In this regard, the ottoman130may be locked in place when not rotated (e.g., to prevent a possible translation when in a storage or lay-flat position. It is noted herein, however, that the ottoman130may be configured to independently rotate and/or linearly translate. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

FIG.4is a block diagram of an exemplary embodiment of the aircraft cabin100in which the aircraft seat104and the dynamic electro-mechanical ottoman130may be implemented, in accordance with the inventive concepts disclosed herein.

The system100may include one or more passenger compartment controllers400(e.g., within the passenger compartment102, the passenger compartment102illustrated inFIGS.1A-1C). The one or more passenger compartment controllers400may include one or more processors402and memory404. The memory404may store one or more sets of program instructions406. The one or more processors402may be configured to execute the one or more sets of program instructions406to carry out one or more of the various steps described throughout the present disclosure.

The one or more passenger compartment controllers400may be coupled (e.g., physically and/or communicatively coupled) to the one or more displays126, the one or more lights118, the aircraft seat104, the aircraft ottoman130(e.g., the cushion assembly200and/or the rail assembly230), and/or the passenger control unit300. For example, one or more signals may be transmitted and/or received between the one or more passenger compartment controllers400and the one or more displays126, the one or more lights118, the aircraft seat104, the aircraft ottoman130(e.g., the cushion assembly200and/or the rail assembly230), and/or the passenger control unit300. For instance, a signal may be generated via the toggling of a switch302and/or a pressing of a switch304,306,308on the passenger control unit300, which may be received and processed by the one or more passenger compartment controllers400. The one or more passenger compartment controllers400may then transmit the processed one or more signals to an intended end point (e.g., the one or more displays126, the one or more lights118, the aircraft seat104, the aircraft ottoman130, and/or the passenger control unit300).

It is noted herein that the passenger control unit300may be considered to be at least a portion of the one or more passenger compartment controllers400. For example, the passenger control unit300may be a component of the one or more passenger compartment controllers400. By way of another example, the passenger control unit300may be integrated within the one or more passenger compartment controllers400. In addition, it is noted herein that the passenger control unit300may be considered to include and/or be a passenger seat control unit, for purposes of the present disclosure.

The system100may include one or more aircraft controllers408. The one or more aircraft controllers408may include one or more processors410and memory412. The memory412may store one or more sets of program instructions414. The one or more processors410may be configured to execute the one or more sets of program instructions414to carry out one or more of the various steps described throughout the present disclosure.

The one or more processors402,410may include any one or more processing elements known in the art. In this sense, the one or more processors402,410may include any microprocessor device configured to execute algorithms and/or program instructions. In general, the term “processor” may be broadly defined to encompass any device having one or more processing elements, which execute a set of program instructions from a non-transitory memory medium (e.g., the memory404,412), where the one or more sets of program instructions406,414is configured to cause the one or more processors402,410to carry out any of one or more process steps.

The memory404,412may include any storage medium known in the art suitable for storing the one or more sets of program instructions406,414executable by the associated one or more processors402,410. For example, the memory404,412may include a non-transitory memory medium. For instance, the memory404,412may include, but is not limited to, a read-only memory (ROM), a random access memory (RAM), a magnetic or optical memory device (e.g., disk), a magnetic tape, a solid state drive, and the like. The memory404,412may be configured to provide display information to the display device (e.g., the one or more displays126). In addition, the memory404,412may be configured to store user input information from a user input device. The memory404,412may be housed in a common controller housing with the one or more processors402,410. The memory404,412may, alternatively or in addition, be located remotely with respect to the spatial location of the processors402,410, the one or more passenger compartment controllers400and/or the one or more aircraft controllers408. For instance, the one or more processors402,410, the one or more passenger compartment controllers400, and/or the one or more aircraft controllers408may access a remote memory404,412(e.g., server), accessible through a network (e.g., internet, intranet, and the like) via one or more communication interfaces.

The one or more passenger compartment controllers400and/or the one or more aircraft controllers408may be configured to receive and/or acquire data or information from other systems or tools via the one or more communication interfaces that may include wireline and/or wireless portions. In addition, the one or more passenger compartment controllers400and/or the one or more aircraft controllers408may be configured to transmit data or information (e.g., the output of one or more procedures of the inventive concepts disclosed herein) to one or more systems or tools via the one or more communication interfaces that may include wireline and/or wireless portions. In this regard, the transmission medium may serve as a data link between the one or more passenger compartment controllers400, the one or more aircraft controllers408, and/or other subsystems. In addition, the one or more passenger compartment controllers400and/or the one or more aircraft controllers408may be configured to send data to external systems via a transmission medium (e.g., network connection).

Although the present disclosure is directed to the one or more passenger compartment controllers400and the one or more aircraft controllers408being separate, it is noted herein the one or more passenger compartment controllers400and the one or more aircraft controllers408may be the same and/or share select components. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

The one or more displays126may include any display device known in the art. For example, the one or more displays126may include, but are not limited to, a liquid crystal display (LCD), a light-emitting diode (LED) based display, an organic light-emitting diode (OLED) based display, an electroluminescent display (ELD), an electronic paper (E-ink) display, a plasma display panel (PDP), a display light processing (DLP) display, a cathode-ray tube (CRT), or the like. Those skilled in the art should recognize that a variety of display devices may be suitable for implementation in the present invention and the particular choice of display device may depend on a variety of factors, including, but not limited to, form factor, cost, and the like. In a general sense, any display device capable of integration with the user input device (e.g., touchscreen, bezel mounted interface, keyboard, mouse, trackpad, and the like) is suitable for implementation in the present invention.

The one or more input devices may include any user input device known in the art. For example, the one or more input devices may include, but are not limited to, a keyboard, a keypad, a touchscreen, a lever, a knob, a scroll wheel, a track ball, a switch, a dial, a sliding bar, a scroll bar, a slide, a handle, a touch pad, a paddle, a steering wheel, a joystick, a bezel input device, or the like. In the case of a touchscreen interface, those skilled in the art should recognize that a large number of touchscreen interfaces may be suitable for implementation in the present invention. For instance, the one or more displays126may be integrated with a touchscreen interface, such as, but not limited to, a capacitive touchscreen, a resistive touchscreen, a surface acoustic based touchscreen, an infrared based touchscreen, or the like. In a general sense, any touchscreen interface capable of integration with the display portion of a display device is suitable for implementation in the present invention. In another embodiment, the input devices may include, but is not limited to, a bezel mounted interface.

Although embodiments of the present disclosure are directed to the one or more displays126being indirectly coupled to the corresponding one or more input devices indirectly (e.g., via the one or more passenger compartment controllers400and/or the one or more aircraft controllers408), it is noted herein the one or more displays126may be directly coupled to the corresponding one or more input devices. For example, the one or more displays126may be housed with the one or more input devices in a common user interface housing. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

It is noted herein that coupling the aircraft seat104and the ottoman130to the one or more passenger compartment controllers400(e.g., coupling the one or more actuators224,246) may allow for synchronized motion between the aircraft seat104and the ottoman130. For example, the ottoman130may return to the bed position when the aircraft seat104travels to lay-flat or bed mode. In this regard, the cushion202may add to the length of the sleeping surface generated by the aircraft seat104when in the lay-flat position. In addition, in this regard the possibility of a collision between the aircraft seat104and the ottoman130is reduced.

FIGS.5A-5Dillustrate a side view of an exemplary embodiment of the passenger compartment102including the aircraft seat104and the dynamic electro-mechanical ottoman130, in accordance with the inventive concepts disclosed herein.

FIG.5Aillustrates an operational state500, in accordance with the inventive concepts disclosed herein. In the operational state500, the aircraft seat104may be in an upright or raised position and the ottoman130may be in a rotated position and a translated position.

The cushion sub-assembly212may be rotated about the axis through the pivot shaft214relative to the one or more cross plates208toward the aircraft seat104. It is noted herein the cushion assembly200may be rotated following a depressing of the handle228, and may be positioned following a release of the handle228(e.g., the handle228illustrated inFIG.1C).

The cushion assembly200may be translated via an extension of the one or more actuatable tracks242and the one or more actuation devices244, such that the cushion assembly200may be extended relative to the rail assembly230a select distance from a storage or bed position and toward the aircraft seat104). It is noted herein the cushion assembly200may be translated following the depressing of the one or more ottoman switches308(e.g., the ottoman switches308illustrated inFIG.3).

The cushion assembly200may be translatable between the fore position and the aft position via an applied force, while the cushion sub-assembly212remains in a rotated position relative to the one or more cross plates208. For example, the cushion assembly200may be translatable between the fore position and the aft position via a force applied by one or more actuation devices222(e.g., a gas spring, or the like). By way of another example, the cushion assembly200may be translatable between the aft position and the fore position via a force applied by a passenger to the cushion202.

FIG.5Billustrates an operational state510, in accordance with the inventive concepts disclosed herein. In the operational state510, the aircraft seat104may be in a raised position and the ottoman130may be in a rotated position and a non-translated position.

The cushion sub-assembly212may be rotated about the axis through the pivot shaft214relative to the one or more cross plates208toward the aircraft seat104. It is noted herein the cushion assembly200may be rotated following a depressing of the handle228, and may be positioned following a release of the handle228(e.g., the handle228illustrated inFIG.1C). The cushion assembly200may be in a non-translated position (e.g., a storage or bed position) when the one or more actuatable tracks242and the one or more actuation devices244are not extended.

FIG.5Cillustrates an operational state520, in accordance with the inventive concepts disclosed herein. In the operational state520, the aircraft seat104may be in a raised position and the ottoman130may be in a storage or bed position and a non-translated position.

The aircraft seat104may be rotatable and/or translatable between an upright or reclined position and a lay-flat position. For example, the aircraft seat104may be rotatable about an axis cross-wise through the aircraft seat104such that a seat back cushion502and a seat cushion504may be rotatable between the upright or reclined position and the lay-flat position. It is noted herein the aircraft seat104may be rotatable and/or translatable via the depressing of the one or more seat switches304(e.g., the seat switches304illustrated inFIG.3).

It is noted herein the upright position of the aircraft seat104inFIGS.5A-5Cmay be considered an example illustration of a TTOL position, for purposes of the present disclosure.

FIG.5Dillustrates an operational state530, in accordance with the inventive concepts disclosed herein. In the operational state530, the aircraft seat104may be in the lay-flat position and the ottoman130may be in the stowage or bed position.

The cushions202,502,504may share an aligned axis when the aircraft seat104is in the lay-flat position and the ottoman130is in the bed position. The cushions,202,502,504may be in contact (e.g., do not include a gap or separation) when the aircraft seat104is in the lay-flat position and the ottoman130is in the bed position. It is noted herein, however, that at least a back surface or edge (e.g., an aft surface or edge) of the ottoman130may be spaced a selected distance from a front surface or edge (e.g., a fore surface of edge) of the aircraft seat104. In this regard, the ottoman cushion202and the aircraft seat cushions502,504may be configured to provide a continuous sleeping surface for a passenger within the aircraft passenger compartment102.

Although the present disclosure is directed to progressing from the operational state500including an upright aircraft seat104with translated and rotated ottoman130to the operational state530with the aircraft seat104in the lay-flat position and the ottoman130in the bed position (e.g., as illustrated inFIGS.5A-5D), it is noted herein the operational states500,510,520,530may be entered and/or exited in any order or arrangement. In addition, it is noted herein the aircraft seat104and the ottoman130are not limited to the positions in the operational states500,510,520,530(e.g., as illustrated inFIGS.5A-5D). Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

As will be appreciated from the above embodiments, the inventive concepts disclosed herein are directed to a dynamic electro-mechanical ottoman configured to be positionable relative to a passenger in a convertible aircraft seat, where the positioning may be dependent on a movement and/or location of the convertible aircraft seat.