Transport accommodation

A seat for, for example, an aircraft that has an open outer shell which embraces a seat portion, a seat back, a head rest and a foot rest when the seat is in an upright position. Also embraced by the shell are a pair of arm rests. The seat is reclinable into a bed configuration such that the seat portion is moved forwardly out of the open end of the shell. Simultaneously, the arm rests are movable between the raised position and the position substantially flush with the seat portion. In the bed configuration, the removal of the arm rests from the raised position significantly increases the width of the bed, thus enhancing the comfort of the user.

FIELD OF THE INVENTION
 This invention relates to improvements in vehicle seats. The invention is
 particularly applicable to aircraft seats.
 BACKGROUND OF THE INVENTION
 In keeping with reclinable seat arrangements in general, a typical aircraft
 passenger seat comprises a seat part, a seat back, a leg rest and a pair
 of arm rests. The seat back is movable between an upright position and a
 reclined position in which the back is at an attitude that is closer to
 the horizontal. The leg rest is likewise movable between a lowered
 position in which it is tucked out of the way against the front of the
 seat, and a raised position in which the leg rest forms an effective
 extension of the seat portion.
 The more elaborate types of aircraft seats are configurable as an
 approximation of a bed. These are of particular benefit on long haul
 flights. Such an arrangement is usually found in first class accommodation
 where the space afforded each passenger's seat is at its greatest.
 However, even though a greater amount of space is provided for each seat
 in first class accommodation, there are still severe restrictions on space
 and weight that must be considered when designing the seat itself and the
 arrangement of the seats in the cabin.
 When the seat back is reclined and the leg rest is raised, the seat
 occupant is able to rest in a recumbent posture more comfortable for
 sleeping. Although the first class seat is wide in comparison to economy
 and business class seats, it is still restricted as a bed. A considerable
 amount of the width is taken up in the side arms which are made as part of
 the structure within which the seat components are mounted. In
 conventional thinking, the fact that arm rests are necessary is put to
 advantage by using them as stowage space for a foldable table, and seat
 and entertainment controls, etc. However, if anything, their additional
 uses have tended to increase the width of the arms. This requires that the
 seat portion be narrower or the seat as a whole be wider.
 It is an object of the invention to provide a more comfortable sleeping
 arrangement than the prior art reclined seat allows.
 SUMMARY OF THE INVENTION
 According to the first aspect of the invention, there is provided a seat
 for an aircraft, comprising a seat portion, at least one side arm and a
 side member adjacent the or each arm, the at least one side arm being
 movable between a deployed position, in which an upper surface of the side
 arm is arranged as an arm rest in relation to the seat, and a retracted
 position, in which the side arm is moved from the deployed position to
 create a greater width of seat.
 Also according to the invention, there is provided a seat for an aircraft
 cabin composing a seat portion, a back portion and at least one side arm,
 the back portion being movable between upright and reclined positions, and
 the seat portion being movable forwardly to accommodate the back portion
 in the reclined position, wherein the at least one side arm is movable
 forwardly with the seat portion.
 Another aspect of a reclinable aircraft passenger seat is the movement of
 the seat back into the "space" of the passenger behind. A seat, defined
 from somewhere behind the back of the seat in front to the seat back, is a
 form of territory. The passenger is likely to feel that space invaded by
 reclining the seat back of the seat in front into it. Even in the
 relatively less dense seating in first class accommodation, this can be
 irritating. Passengers paying premium rates for first class travel are
 least inclined to put up with this type of encroachment into their
 territory.
 To address this, it has been proposed to define the territory the passenger
 occupies by means of a fixed shell in which the seat is adjustable. Within
 the confines of the shell, the passenger is able to adjust the seat such
 that the passenger behind is unaware of any adjustment. The seat has a
 fixed space defined by the shell that is not modified by the actions of
 the occupant at any time. However, the seat inside a fixed shell is likely
 to be elaborate, complicated and costly in correction. It is also likely
 to be significantly heavier because of the extra padding required. The
 fixed shell is also a compromise on the versatility of the seat adjustment
 if the shell is not to be excessively large in the first place.
 It is also an object of the invention to accommodate versatile adjustment
 of the seat without compromising the space available to other passengers.
 According to another aspect of the invention, there is provided an aircraft
 in which the inboard line of seats includes rows of pluralities of seats
 arranged in a mutually converging relationship.
 Furthermore, the provision of ancillary equipment such as a television
 monitor, a table surface, stowage space, etc. have been provided according
 to largely the same formula up to now. For example, the television monitor
 or table surface is stored in the seat. This is often inconvenient to use,
 requiring a sequence of maneuvers to bring the item into usable position.
 It can also add to the bulk of the side of the seat when space
 requirements may place an emphasis on making the seat as narrow as
 possible.
 The invention also provides a passenger seat for an aircraft composing a
 seat and a console in front of the seat the console containing ancillary
 equipment for use by the seat occupant.
 Another object of the invention is to provide ancillary equipment in a
 space-efficient and convenient arrangement in a seat for an aircraft.
 Thus, also according to the invention there is provided a stowable table
 for a vehicle accommodation unit, comprising a bulkhead panel for
 supporting the table, a table top pivotably mounted to the bulkhead to be
 pivotable between an deployed position and a stored position about a pivot
 point which is recessed in relation to the bulk head, and a groove defined
 in the bulk head, the top being receivable, in the deployed position,
 along the groove such that the top is maintained in the deployed position
 when received in the groove.
 The invention also provides a seat for an aircraft comprising a seat, a
 console for ancillary equipment in front of the seat, a side unit
 extending from one side of the seat to the console and having a guide
 therein, a table surface mounted to run along the guide between a stowed
 position in the console and a deployed position outside the console.
 According to the invention, there is further provided a display screen
 console for a vehicle accommodation unit comprising a display screen, a
 display screen storage space and a storage space cover in which the
 storage space cover is movable to an open position to allow the display
 screen to be moved between a display position and stowed position and the
 storage space cover is further movable to a closed position to cover the
 stowage space when the display screen is in either position.
 Another problem associated with the reclined aircraft passenger seat
 configured as a bed is that it has marked undulations defined by the
 different attitudes at which the back, seat portion and leg rest lie. A
 normal bed is flat. This allows the various contours of the human form to
 be accommodated by the cushioning effect that a mattress has. It is far
 less the case with a reclinable aircraft seat unless the design of the
 seat is of sufficient complexity to allow the seat components to lie flat.
 The added complexity may have attendant space and weight disadvantages.
 If the undulating form of the reclined seat can be considered to have peaks
 and troughs, the rise to the peak at which the end of the seat meets the
 leg rest generally coincides with the hip bone of the recumbent occupant.
 This is an unyielding extremity that should be absorbed by a cushioning
 part of the seat, but is not. Similarly, the waist region above the hip is
 often a recess in the human form. This is met by a trough at the junction
 of the seat back and the seat portion which can be painful on the spine if
 the occupant sleeps on one side for an extended period.
 As a further complication, the seat must be able to adopt configurations
 intermediate to the fully upright and bed positions. In so doing, the seat
 components should be arrangeable in a form that is sympathetic with the
 body in a recumbent, but not supine, posture.
 Thus, it is an object of the invention to provide a seat that can adopt a
 bed configuration and is able to support the recumbent human form more
 comfortably.
 According to the invention, there is also provided a seat for an aircraft
 comprising a seat portion and a back portion, the back portion being
 movable between a substantially upright and a reclined position in
 relation to the seat portion, the seat portion being movable forwardly to
 accommodate the back portion in the reclined position, the seat fuller
 comprising a first member arranged toward the front of the seat portion,
 which member is adjustable as a support to compensate for undulations in
 the seat when the back portion is in the reclined position.
 The facilities associated with an aircraft seat often include a table that
 can be folded away when it is not needed. Conventionally, a foldable table
 is stowed in the area of the seat. However, it has now been recognized
 that the table can be stowed not as part of the seat itself to allow
 greater flexibility in seat design.
 Thus, it is also an object of the invention to provide a stowable table for
 a vehicle accommodation unit that is arranged to have less impact on the
 design of the seat.
 While the seating in a first class cabin of an aircraft is considerably
 less dense than it is in business or economy class, the arrangement of the
 seats in rows is not conducive to affording the seat occupants much
 privacy. It is possible to install small screens between seats that can be
 raised and lowered by one of the occupants at will. However, the act of
 raising the screen can be viewed as an anti-social act in itself which may
 make some people reticent about using it at all. It is preferable to
 arrange the seats to afford the same requisite level of privacy, such that
 erection of further privacy aids by the seat occupant is likely to be
 needed.
 It is a further object of the invention to provide a seat arrangement that
 affords a sense of a greater degree of privacy than is commonly used
 seating arrangements in vehicle accommodations.
 Further problems with known consoles arise when maintenance, repair,
 installation or removal of a seating unit is required. In order to keep
 aircraft ground time as low as possible, it is desirable to be able to
 carry out those steps as quickly as possible. To facilitate rapid access
 to the fastenings holding each seating unit in place, in particular those
 provided behind the unit, it is preferable to provide a gap of 3" (7.5 cm)
 between the back of one console and the front console of the unit behind.
 This allows the bolts or other fastenings to be easily reached and
 provides room for manipulation of the work tools. In known systems
 incorporating a fixed shell behind the back portion of the seat, this
 gives rise to problems, in particular over a number of seating units, in
 that, the amount of cabin space available is reduced.
 It is an object of the invention to provide an aircraft seat capable of
 being accessed for removal or maintenance quickly and easily.
 According to the invention, there is provided a seat for an aircraft
 comprising a seat portion, a back portion which is movable between an
 upright position and a reclined position, and a back shell arranged behind
 the back portion, at least a lower portion of the shell being movable
 rearwardly to accommodate the back portion in the reclined position.
 In the upright position, therefore, working space for maintenance, etc. is
 provided behind the back shell. However, when the seat moves into the
 reclined position, this space is filled. As a result, the fastenings
 behind the seat are easily accessible without any reduction in the cabin
 space available for passenger accommodation.
 The present invention is defined in the accompanying independent claims.
 Some preferred features of the invention are recited in the dependent
 claims.

DETAILED DESCRIPTION OF THE INVENTION
 Referring to FIG. 1 of the drawings, a cross-section through the first
 class cabin space of an aircraft fuselage 10 is shown. It comprises two
 outboard lines of seats 12/14 running fore and aft and a double inboard
 line of seats 16. The spaces between the lines of seats are the aisles 18
 running generally along the aircraft. FIG. 1 illustrates two alternative
 cabin arrangements. To the left of the central broken line I--I, the outer
 line of seats comprises single seats 12. To the right of the central
 broken line, the outer row of seats comprises a double row of seats 14.
 The fuselage comprises an outer skin 17 and an inner bulkhead 19.
 One of the seats is shown in FIG. 2. In this case, it is a single line seat
 12. It comprises a seat portion 20, a back rest 22, a head rest 24, a pair
 of side arms 26 and a leg rest 28. The seat components are contained
 within a seat shell 30. A privacy screen 32 is mounted on one or both
 sides of the shell 30, depending on the position of the seat relative to
 the others. An ancillary side unit 35 is positioned in the space between
 the seat and the aircraft bulkhead. The ancillary side unit 35 houses a
 storage locker, table and mountings for a combined seat and entertainment
 control unit.
 The ancillary units 35 for a pair of central seats 16 extend between the
 seats on the sides remote from the respective aisles 18.
 As with any conventional seat for an aircraft on a long haul route, it is
 important that it functions well both as a seat and as a place for
 sleeping. Turning a seat into a bed, while keeping to the space, weight
 and crash load requirements for an aircraft, involves compromises.
 Usually, this has resulted in the seat not transforming into a sleeping
 surface that is completely acceptably comfortable.
 As indicated in FIGS. 2 and 3, the head rest 24 at the top of the back rest
 22 projects out of the top of the rear of the shell 30 in the seat
 configuration. The various other components of the seat emerge outwardly
 from the open front of the shell to form a bed. The seat portion 20 slides
 forward supported on a slide 34. The leg rest 28 rotates upwardly about
 its connection with the seat portion 20. A foot rest 31 emerges
 telescopically from the projecting leg rest 28. As the seat portion 20
 moves forward, the back rest 22 and the head rest 24 recline into a
 substantially horizontal attitude behind it.
 In previous seats for aircraft, the comfort afforded by the seat in the bed
 configuration is compromised by the lack of width. To address this, the
 seat according to the invention also has the side arms 26 arranged to be
 movable with respect to the shell 30. The side arms more forward with the
 seat portion 20 as the seat is reconfigured into a bed, As a beneficial
 addition to the effective width of the bed, the side arms 26 are also
 collapsible to lie substantially flush with the upper level of the seat
 portion. In the recumbent position, the average person will find that his
 or her bottom would normally be adjacent the side arms 26 when they are
 advanced with the seat portion. Thus, by being able to retract the side
 arms, or otherwise move them out of the way, the effective width of the
 bed is optimized in the area where the width is often most needed.
 In order for each arm to move out of the way, when the seat is arranged as
 a bed, it can move down flush with or below the seat as shown in FIGS. 3
 and 5. Alternatively, it could retract sideways into the cladding.
 Furthermore, the arm may be arranged to move with the seat between seat
 and bed configurations or it could retract in the same position and not
 move with the moving seat. In these alternative forms, the effective width
 of the seat is increased by the retraction of either or both arms.
 FIG. 4 illustrates the components of the seat shell 30 and the adjacent
 ancillary side unit 35 for an outer seat. The shell comprises a main
 bucket part 36 that extends around the seat components. Various pieces of
 trim and cladding 38, 40, 42, 44 are mounted on the outside of the bucket.
 The privacy screen 32 is retractable within the space between one side of
 the bucket 36 and the side cladding 42 under the power of a motor 46
 mounted to the bucket. The side of the bucket 36 and the cladding 42
 define an aperture through which the screen 32 projects in the deployed
 position. The storage compartment is defined between the inner bulkhead 19
 for the fuselage 10 and a side wall 48 which also forms cladding for the
 fuselage side of the bucket 36.
 The utilities units for a pair of central seats 16 extend between the seats
 and the sides remote from the respective aisles.
 One mechanism for driving the seat between the seat and bed configurations
 will now be described with reference to FIG. 5. The various cushions of
 the seat are mounted on an articulated frame arrangement. A seat frame 60
 is mounted on a seat carriage 62 that is, in turn, mounted on a pair of
 wheels 64 (one shown), on one lateral side, and in a drive unit 66 on the
 other side. The drive unit 66 comprises a longitudinally extending
 retaining channel 68 into which extends a downwardly turned lip 70 of the
 carriage 62. The end of the lip runs on a set of ball races (not shown) in
 the channel 68. A threaded worm (not shown) attached to the rear end of
 the lip 70 is engaged by a worm screw 72 attached to a drive motor 74
 mounted on a floor plate 76. The seat portion is driven backwards or
 forwards according to the rotation of the screw 72 as driven by the motor
 74.
 FIGS. 6 and 7 illustrate an alternative drive arrangement for the seat
 carriage 62. A carriage bracket 78 supports a pair of spaced ball races
 79, the bracket is formed with an internally threaded hole 75. The hole is
 engaged with the worm screw 72 that is driven by the motor 74. As the
 screw 72 rotates under the power of the motor, the seat carriage, attached
 to the bracket 78, is drawn along the retaining channel 68 on the ball
 races 79.
 A leg rest frame 80 is pivotably attached to the front of the seat frame 60
 by a laterally extending front pin 82. The leg rest frame 80 comprises a
 pair of spaced members 84 on each of which is a slidable extension frame
 86 for the foot rest 31. The extension frames 86 are driven by a rack and
 pinion 88/90 powered by a motor 92. As the leg rest 28 is deployed, the
 extension frame 86 is caused to project beyond the members 84 until
 prevented from further movement. Thereafter, the rack 88 drives the leg
 rest upwardly to lie substantially in the plane of the seat frame 60 with
 the foot rest 31 deployed.
 A back frame 94 is pivotably secured to the rear of the seat frame 60. A
 motor 96 drives the back frame 94 to rotate about its pivot through a
 drive shaft 98 engaging a quadrant gear 100 through a gear wheel 102.
 Each of a pair of side arm frames 103 comprises an articulated member which
 is pivotably secured at each respective end to the back frame 94 and to
 the seat frame 60. As the back is reclined, the distance between the two
 pivots of each side arm frame 103 is increased, causing the components of
 the side arm frame to be drawn flat. When the back frame 94 is lying
 substantially flush with the seat frame 60, the side arm frames also lie
 substantially in the plane of the seat frame 60. When the back frame is
 raised, each side arm frame 103 articulates about its joint to be raised
 into a deployed position above the level of the seat frame 60.
 It will be appreciated by the person of ordinary skill in the art that the
 side arms can be raised and lowered in other ways, such as by being moved
 vertically, independently of the movement of the seat back frame. Also,
 the side arms can be moved in other ways so as to increase the effective
 width of the seat as a bed. For example, each side arm could be folded
 laterally sideways about a hinge extending fore and aft in relation to the
 seat, so that it rolls into the seat shell to present a side surface flush
 with the seat surface.
 Instead of a mechanical frame defining the side arm, it is possible to use
 an inflatable arm bladder which is deflatable to collapse the arm rest for
 sleeping. The arm bladder is inflated by an air pump and vented using an
 electrically operated valve assembly, as will be apparent to the skilled
 person.
 In FIG. 8, the semi-reclined seat is shown partially cut away to illustrate
 the cushioning. While it is possible to orientate the components of the
 seat to make a substantially flat bed of the components themselves, it can
 be mechanically more convenient to arrange the seat frame components
 simply to adopt a more undulating profile in the fully reclined position.
 However, this is not completely satisfactory as a bed because the
 protruding parts of the human anatomy can coincide with the higher parts
 of an undulating seat surface and, similarly, recesses in the human
 anatomy can coincide with troughs in the seat surface. To counter this,
 the seat has an inflatable front bladder 104 within a seat cushion 106
 towards the front thereof. There is also an inflatable lumbar bladder 108
 in the base of a back cushion 110. By inflation of these two bladders, it
 is possible to compensate for the undulations in the seat cushions to
 provide support for those parts of the body to either side of the hip.
 Similarly, the head rest cushion 112 has a head bladder 114 in it which
 can be inflated to create the effect of a pillow of a height which is
 comfortable to the user.
 The bladders are individually inflated by electrically driven air pumps and
 deflated using electrically operated vent valves. The skilled person will
 be aware of the suitable air pumps and vent valves. These will not be
 described further here except to point out that the most suitable type of
 equipment will fit in the seat or be mounted in the side unit adjacent to
 the seat.
 Referring to FIGS. 9a)-c), as part of the fuselage side utilities mat 35,
 there is a foldable table. The moulding of the storage locker is formed
 with a recess 120. A table surface 122 is hingedly supported toward the
 top of the recess on a shaft 124. The shaft 124 extends along a groove 126
 in the storage locker (see FIGS. 2 and 3). By rotating the table surface
 122 about its hinge into a horizontal attitude, the end nearest the shaft
 comes into registry win the groove 126 and can be slid along the groove
 towards the seat, and the seat occupant, for use. The table surface 122 is
 received in the groove 126 and is thus maintained in the horizontal
 attitude. When the table is finished with, it can be pushed back to line
 up with the recess, folded and stored substantially flat next to the
 storage locker.
 The arrangement of seats 12, 16 is illustrated in FIG. 10 for a first class
 cabin of twelve seats in a wide bodied aircraft, such as a Boeing 747. All
 the seats in the cabin are arranged facing parallel with the axis of the
 fuselage 10. As a primary concern in the provisions of comfortable
 surroundings for first class travel is privacy, the lines of seats are
 arranged in a staggered relationship. The single outer seats 12 are
 longitudinally out of alignment with the double inner seats 16. The
 staggering also affords more room to maneuver in the aisles 18 as the
 widest parts of the seats, i.e. across the sides of the seat shell, are
 not coincident. The seats are all shown in the seat configuration. It will
 be appreciated that each seat according to the invention is able to assume
 a bed configuration.
 FIG. 11 shows a sixteen seat arrangement for a first class cabin in which
 the lines of seats are again staggered while remaining facing parallel to
 the axis of the fuselage. It will be seen that the rear seats of the three
 rows in this embodiment are in alignment because of space requirements. As
 with the seats in FIG. 10, the seats in FIG. 11 are able to assume either
 a seat or a bed configuration, although they are shown in the bed
 configuration.
 FIGS. 12a) and b) and 13a) and b) illustrate a further form of seat
 according to the invention. In this embodiment, the seat comprises a seat
 portion 200, a seat back (including a headrest) 202, and a leg rest 206
 which are all mounted between a pair of side flanks 208. In the seat
 configuration, the seat back 202 extends upwardly out of the side flanks
 208. An orientable head rest 204 is mounted on the top of the seat back
 202.
 A back shell 210 is pivotably suspended between the side flanks 208. The
 back shell comprises a back portion 212 and a pair of wings 214 which
 embrace the back rest. 202 afford privacy to the seat user at head level.
 A motor (not shown) is arranged to drive the back shell 210 as the seat is
 reclined. The back shell 210 tips forward to accommodate the lowered head
 rest 204 as shown in FIG. 13a).
 A forward console or shelf arrangement 215 for some ancillary equipment is
 positioned in front of the seat. It comprises a pair of side walls
 supporting a lower shelf 216 which defines a lower storage space 218 for
 small items of luggage, such as a briefcase or vanity case. The top of the
 forward console 215 is formed with an inclined top surface 22. This
 inclined top surface 220 acts as a discouragement to the seat occupant
 from placing drinks on the unit.
 A retractable table 222 is stowed in the region below the surface 220. The
 table 222 is mounted on a carriage, on one side, which is received in a
 slot 224 in the bulkhead moulding 226 of the utilities unit. The table 222
 can be slid along the slot 224 to a position above the lap of the seat
 user without the need to reorient it from another (e.g., vertical) stowed
 position.
 Ancillary equipment and controls for use by the seat occupant, as are
 typically found in the first class cabin of a commercial aircraft, are
 arranged along the bulkhead moulding 226 near the seat. The moulding 226
 is bolted both to the adjacent side shell 208 and to the forward console
 215. Typical ancillary equipment includes a magazine rack 230, a foldable
 cocktail table 232, a combined telephone and seat controller 234, an ash
 tray 236 and a television monitor 238.
 The seat is rearranged into a bed similarly to the way previously
 described. The seat portion 200 is slid forwards under motor power. As
 this happens, the seat back 202 and the headrest 204 follow, reclining
 above the space vacated by the seat portion 200.
 It will be seen from FIG. 13a) that the end of the head rest 204 protrudes
 rearwardly beyond the ride flanks 208. A pivot 240 about which the back
 shelf 210 tilts forwardly is closer to allow the bottom of the back shell
 210 to accommodate this fully reclined position of the head rest 204. The
 pivot 240 is located across the wings 214 (FIG. 12), above the base of the
 seat back 202 where it meets the seat portion 200. Thus, as the seat back
 is reclined, the path swept by the head rest 204 is accommodated by the
 tilt of the back shell 212 which causes the base of the back shell to move
 outwardly into a gap 242 in front of the seat behind. Thus, in contrast to
 previously known reclinable seats, the back is perceived to tilt forward
 away from the space of the passenger behind as the back rest is reclined.
 The forward console or shelf arrangement 215 of the seat behind is spaced
 from the seat in front by the gap 242 into which the base of the back
 shell 202 projects. This outward movement of the back shell 202 is
 unobserved by the passenger to the rear because of the forward unit. The
 only movement observed by the passenger to the rear is of the back shell
 pivoting forwardly, as the seat back is reclined, or backwardly into the
 upright position, as the seat is moved into the seat configuration. When
 the seat is arranged into the seat configuration, the back shell 202 only
 moves towards the gap 242 and does not encroach upon the territory of the
 passenger to the rear, as defined to the front by the front end of the
 console 215.
 As the seat back 204 is reclined and the seat portion 200 moves forward,
 the leg rest 206 is raised and a front rest 244 moves out. In the bed
 configuration, the leg rest and the foot rest lie substantially parallel
 with the seat portion, projecting into the well of the console 215 defused
 between the shelf 216 and the stowed table 222. To support the extended
 leg rest 206 and foot rest 244, a pin (or pins) on the end of the foot
 rest locate a socket in the wall of the forward unit. Alternatively, the
 leg rest and/or the foot rest could rest on the shelf 216.
 The seat portion is movable either on a carriage, or by means of a slide
 assembly as shown in FIG. 5. Similarly, FIG. 5 illustrates how the
 articulation of the component parts of the seat can be achieved. It would
 also be apparent to the skilled person that the articulation of the back
 shell relative to the side shell can be put into effect using a similar
 motorized gear mechanism.
 The motorized movements of the seat described above are controlled and
 coordinated by a controller that is software programmed accordingly. To
 configure the seat as a bed or a seat, the occupant has only to press the
 correct button on the seat control panel. The coordination of the movement
 of the seat components in the embodiments described herein under software
 control is not part of this invention and will not be described in any
 further detail. Also, while automatic coordination of movement of the seat
 components is required when changing the seat into a bed, and vice versa,
 the movement of the leg rest, the foot rest, and any desired intermediate
 position for the back rest relative to the seat portion is independently
 controllable by the seat occupant.
 FIGS. 14 to 24 show further embodiments of the invention. In FIGS. 14a) and
 b), the seat units for opposite outboard single lines of seats 12 comprise
 a seat 300, a side unit 302 for storage and a front console 304 which is
 connected with the side unit 302. The seat 300 is accessed from the side
 opposite the side unit 302.
 Referring to FIGS. 14, 15, 16 and 17, it will be seen that the seat
 comprises seat sides or side flanks 306 and a back shell 308, having side
 wings 309, which is movable with respect to the flanks 306. Within the
 moveable components of the shell, a seat back 310, a seat portion 312 and
 leg rest 313 are configurable as a seat or a bed as before.
 As the seat components are moved between upright and bed configurations,
 the back shell 308 first moves backwardly and downwardly and tilts
 forwardly about a lower pivot point P to accommodate the head rest of the
 moving seat back 310. Then, as the seat moves further towards the bed
 configuration, the back shell 308 tilts further, shifting further
 rearwardly and dropping to provide a full bed length.
 The seat 300 will be required for use in a position intermediate to the
 upright and bed configurations at some times. While the seat portion 312
 can provide the seating surface simply by moving on, for example, a slide
 as described above, it is preferable that the seat portion 312' tilts
 upwardly at the front in the intermediate positions such that the user is
 cradled about the hip while seated. This is considered to be a more
 comfortable intermediate position than if the seat was simply horizontal,
 in which arrangement the user tends to slip forward on the seat over time.
 As with previous embodiments, the user's feet in this embodiment are
 received within a foot well 346. However, in this embodiment the front
 structure 304 defining the foot well is formed with a recess in which a
 television monitor 348 is stored. Also, the foot well 346 is usefully used
 to accommodate a stowed table 350. The table is supported on one side in a
 channel 352 by means of a carriage arrangement 324 which is shown in more
 detail in FIG. 19. The carriage has a rubber brake 326 which is actuated
 to engage a surface of the channel 352 in order to brake the table in
 position by a series of linkages and a hand-operated lever (not shown).
 Thus, the table is already in a deployed arrangement even in the stowed
 position. The channel for the table extends into the region of the arm
 rests of the seat in order that the table can be pulled up close to the
 body of the user seated in the upright position (See FIG. 17b).
 FIGS. 20a) to d) illustrate a further alternative form of the invention in
 which the seat is supported by a dolly wheel 342 that extends from beneath
 the seat portion 312 toward the front.
 Also in this embodiment, the orientations of the seat back shell 308 in the
 upright, intermediate reclined and bed positions is shown in FIG. 20c). It
 will be seen that the shell drops downwardly as the seat is relined and
 then tips forwardly as the head rest reaches the bed position in order to
 accommodate the full bed length. In this way, the seat back shell does not
 extend over the front console 304 of the seat unit behind.
 FIG. 17 illustrates the movement of the back shell 308 as the seat is
 adjusted between the seat and the bed configurations. Position A is for
 the upright seat. Progressing to the intermediate position, the back shell
 308 firstly begins to drop downwardly through position B so that the wings
 309 of the shell 308 move generally with the head rest, maintaining the
 same degree of privacy at head level for the seat occupant. Thereafter, as
 the head rest is lowered to the bed configuration, the back shelf tilts
 forward to position C about a pivot point P which is located about
 one-third of the length of the back shelf from the bottom. In this way,
 the wider (upper) parts of the wing 309 of the back shell 308 are closer
 to the seat flanks, maintaining the sense of privacy for the seat occupant
 when lying down. It will be apparent from FIG. 17 that the pivot point P
 is fixed relative to tile back shell 308.
 One mechanism by which the seat components are movable is shown in the
 upright, intermediate and bed configurations in FIGS. 18a) to c). The
 mechanism comprises a pair of side members 320 (one shown) which support a
 seat frame part 322 which is movable forwardly on a slide arrangement (not
 shown). As the seat frame 322 progresses forwardly, it takes with it a
 hingedly connected back frame 324. The path followed by the back frame 324
 is dictated by a slotted member 326 along which rides a bearing 328
 attached to the back frame 324. An independently actuated leg rest frame
 330 is hingedly connected with the forward end of the seat frame 322. A
 first hydraulic actuator 332 is connected between one or each of the side
 members 320 and the seat frame 322. A second hydraulic actuator 334 is
 connected between the frame 322 and the leg rest 330.
 A seat sub-frame 336 is hingedly connected with the forward part of the
 seat frame 322. The sub-frame 336 supports the seat portion 312 of the
 seat. It will be noted that an upper edge 338 of the side member 320 is
 formed with an undulating profile on which rides a bearing 340 connected
 with the rear end of the sub-frame 336. An articulated linkage 344 is
 pivotably connected between a point towards the lower end of the back
 frame 324 and the end of the sub-frame 336. A dolly wheel 342 is attached
 to the front of the sub-frame 336. As with previous embodiments, a foot
 rest (not shown) is telescopically received in the leg rest 330.
 From the upright position shown in FIG. 18a), it will be seen that the
 linkage 344 is filly extended, holding the back of the sub-frame up above
 the edge 338. The seat frame 322 moves forwardly out of the member 320,
 taking with it the sub-frame 336 and drawing down the back frame 324. The
 slotted member is free moving, altering its attitude as the base of the
 back frame 324 is drawn forward by the moving seat frame 322. As the back
 reclines, it lowers the sub-frame gradually to rest on the edge 338. The
 sub-frame 336 follows an initial trough in the profile of the edge 338.
 This lowers the rear of the seat portion 312 in the intermediate positions
 to cradle the hips of the seat occupant. Thereafter, the rear of the
 sub-frame 336 is caused to rise on the profile, such that the seat part is
 substantially in a plane with the seat back 310 in the fully reclined bed
 configuration.
 In the bed configuration, the dolly wheel 342 supports the otherwise
 cantilevered seat frame 322. The leg rest and foot rest are independently
 acceptable. However, to configure the seat as a bed, movement of the leg
 rest 330 and the foot rest are also automatically coordinated with the
 progression of the seat frame 322. While hydraulic actuation is shown, it
 is possible to actuate the seat components in other ways, such as by
 direct motor drive as previously described.
 With reference to FIG. 22, as with previous embodiments, the leg rest and
 foot rest in this embodiment are received within a foot well 346 in the
 forward console 304 in which a television monitor 348 is stored. The
 television monitor 348 is pivotably mounted on a slide on which it can be
 rotated flat and slid back into a storage slot in the top of the console
 304 or slid out and erected to provide a screen facing the seat occupant.
 Also, the console 304 is usefully used to stow a table 350. The table is
 supported on one side in a channel 352 by means of a carriage arrangement
 354 which is shown in more detail in FIGS. 21a) and b). The carriage has a
 friction brake 356 which is biased to engage a surface of the channel 352
 in order to brake the table in position by a series of linkages 358 and a
 hand-operated lever 360. Thus, the table 350 is already in a deployed
 attitude in the stowed position. The seat occupant simply has to pull on
 the lever 360 both to release the table 350 and pull it out for use. The
 channel 352 for the table extends into the region of the arm rest formed
 in the top of the flank 306 in order that the table can be pulled up close
 to the body of the user seated in the upright position (See FIG. 22).
 FIG. 23 illustrates the seat of FIG. 14b) in which the side unit 302 is
 formed with a louvered opening 361 adjacent the front of the seat just
 above floor level. Similarly, there is a louvered opening 362 at the rear
 of the side unit 302 and a similar opening 364 at the front of the side
 unit 302. These provide decompression vents for the enclosed space of the
 side unit 302. For this purpose, stiffening webs 366 inside the side unit
 302 are formed with openings to allow a free flow of air within the side
 unit space.
 FIG. 24 shows a modification of the previously described seat in a double
 row arrangement. A privacy screen 370 is hingedly connected with the side
 unit 302. The screen is actuated to rise out of the side unit 302 through
 its slot by means of a telescopic gas strut 372. It may alternatively be
 motor or manually actuated. It will be appreciated that complementary
 seats in the lines 16 and 14 can be arranged together with a pair of
 privacy screens for individual use by each occupant, as opposed to the
 single screen shown in FIG. 24.
 FIG. 25 illustrates a 16-seat arrangement for an extended first class
 accommodation area. It will be seen that the arrangement is similar to
 that in FIG. 11. The seats in adjacent lines are staggered so that each
 has more privacy with respect to the line on the opposite side of the
 aisle. However, the outer lines of seats follow the shape of the adjacent
 fuselage. Also, the double seats in the inner line point toward each
 other. As the fuselage narrows the converging pairs of seat provide
 additional aisle space in the narrower nose part of the cabin.
 FIG. 26 illustrates a 12 seat arrangement similar to that in FIG. 10
 except, again, for the converging pairs of seats in the inner row and the
 outer lines of seats following the shape of the fuselage.
 To reduce the extent of the extended first class accommodation in FIG. 25,
 it is possible to modify the rearmost outboard seat arrangements 376 by
 bring them forward as shown in FIG. 27. However, this causes the standard
 length seat unit to intrude upon the space by the front cabin doors that
 must be kept clear for take-off and landing. Thus, the front console 380
 on these rear outer seats is modified to have an extendible front bulkhead
 382 which can be moved outwardly into the door space in flight and
 retracted for take off and landing.
 Referring now to FIG. 28 an alternative configuration for a display screen
 such as a television monitor 400 is shown. The display screen 400 is
 mounted on the forward console 304, at a suitable height for ease of
 viewing by an occupant of the seat 300. In the embodiment shown, the
 monitor 400 is placed at the top of the console 304 and the top of the
 console 304 is accordingly of a suitable height. The monitor 400 is
 pivotally mounted about a substantially horizontal axis perpendicular to
 the longitudinal axis of the accommodation unit as a whole and provided at
 the edge of the console 304 closest to the seat. The monitor 400 is, thus,
 pivotable between a display position 402a) and a stowed position 402b).
 The pivot axis is shown generally at 401. The monitor 400 is joined to the
 axis 401 by a bracket 403 and is further pivoted to the top end of the
 bracket 403 at a further pivot axis 405. Accordingly, when the monitor 400
 is in the display position, it is adjustable about this further pivot axis
 405 to a desired viewing position by the user, one such position being
 shown at 402c).
 A console cover 406 is further provided. The cover 406 is positioned to
 close the area in which the console is stowed in its stowed position
 402b). As a result, the cover 406 provides protection for the monitor 400
 when it is stowed away. The cover 406 is also closeable when the monitor
 400 is in the display position 402a) to prevent other objects being placed
 in the storage space which could interfere with subsequent operation. In
 either configuration, the cover 406 preserve the aesthetic line of the
 accommodation unit as a whole. The cover 406 is pivotably mounted about an
 axis parallel to pivot axis 401 but at the opposed side of the top of the
 console 304. Accordingly, the cover 406 simply pivots up and out of the
 way to allow the monitor 400 to be moved between stowed and display
 positions, and pivots back down to cover the top of the console 304.
 Movement of the monitor 400 between its stowed and displayed positions, and
 incorporating movement of the cover 406 may be achieved either manually or
 by an automatic drive mechanism as appropriate. It will be appreciated
 that other mounting arrangements other than pivoting arrangements, for
 example retracting or sliding arrangements, could be used for either or
 both the monitor 400 and cover 406. Alternatively, the pivot mountings for
 the monitor 400 and cover 406 could be reversed as appropriate.
 Referring now to FIGS. 29 to 31, an alternative seat articulation mechanism
 is shown allowing movement of the chair between a seat position and a bed
 position.
 FIGS. 29a) to d) illustrate the various principle components in the
 arrangement, shown in bold, as appropriate for clarity. The seat includes
 a seat back 420, a seat portion 422 and a leg rest 424. The seat further
 includes a movable back shell 426.
 Referring to FIG. 29b) the seat includes a first fixed guide 428 having a
 guide slot 430. The seat back 420 includes a bracket 432 and guide bearing
 434 received in the guide slot 430. Accordingly, forward motion of the
 seat back 420 is guided by movement of the guide bearing 434 along the
 guide slot 430 together with a hinged attachment 436 to the seat portion
 422.
 Also connected to the upper end of the first fixed guide 428 is an arm 438
 which is pivotably mounted on the first fixed guide 428 at its lower end
 and pivotably mounted to the fixed shell 426 at its upper end. The fixed
 shell 426 is also pivotably mounted to a cranked arm 440 at its upper end.
 The elbow of the cranked arm 440 is pivotably mounted to the first fixed
 guide 428 at a pivot point 442 and is pivotably mounted to and raisable by
 the push rod of a fluid or other suitable linear actuator 444 at its lower
 end 446. The back shell 426 is driveable downwardly and rearwardly by
 upward motion of the actuator 444 as guided by the arms 438 and 440.
 Referring to FIG. 29c) a second fixed guide 448 includes a second guide
 slot 450. A bracket 452 is fixedly mounted to the seat portion 422 at its
 upper end and includes a second guide bearing 454 in the second guide slot
 450. Also shown in FIG. 29c) is a linear actuator 456 for raising the leg
 rest 424 relative to the seat portion 422.
 The seat portion 422 is additionally guided by a support arm 458 shown in
 FIG. 29d). The support arm 458 is driveable linearly forwardly by a linear
 actuator 460 and, as can thus be seen in FIGS. 30 and 31 is formed of two
 stages 462 and 464 which extend linearly telescopically.
 Operation of the arrangement shown in FIGS. 29 to 31 will now be described.
 In the seating position shown in FIG. 29, the seat back 420 is fully
 upright and the leg rest 424 is fully retracted. The first and second
 guide bearings 434, 450 are at their rear most positions in their
 respective guide slots 430, 454, support arm 458 is fully retracted and
 back shell 426 is in its forwardmost and uppermost position.
 In FIG. 30, the seat is shown in a reclined position. The back shell 426 is
 driven to its rearmost, lowermost position by actuator 444 cooperating
 with guide arms 438 and 440. The support arm 458 has been moved forwardly
 to an intermediate telescoped position by the linear actuator 460 drawing
 the seat portion forwardly and adjusting its orientation as determined by
 the cooperation of second guide slot 450 and second guide bearing 454. The
 seat back 420 is also drawn forward by the seat portion 422 at hinge 436
 as guided by the cooperation of the first guide slot 430 with the first
 guide bearing 434. The leg rest 424 is raised by linear actuator 456 (not
 shown); in addition, a foot rest 466 is slidably mounted in the leg rest
 424 is driven to an extended position by a suitable actuator (not shown).
 FIG. 31 shows the seat back 420, seat portion 422 and leg rest portion 424
 in their final positions with support arm 458 in its fully extended
 position. It will be seen that the support arm 458 is spaced very slightly
 from the supporting surface 459 to provide support should excessive weight
 be applied to the distal end of the seating arrangement.
 The steps set out above are reversed to return the seats to its seating
 position.
 While various embodiments have been described, it is to be noted that a
 feature referred to in relation to one embodiment could equally well be
 used in relation to the others. For example, the movable and retractable
 arms of FIGS. 2, 3, 4 and 5 can be used in the seats of FIGS. 12 onwards.
 Similarly, the table seat control panel and over ancillary equipment of
 the seats of FIGS. 12 onwards can be used in relation to the seat of FIGS.
 2, 3, 4 and 5. Thus, while various embodiments of the invention have been
 described by way of example, it will be apparent to the skilled person
 that various modifications and alterations can be made without departing
 from the invention. The invention is intended to be limited only by the
 spirit and scope of the accompanying claims.