Abstract:
A seat locking mechanism comprises a plurality of positional brake mechanisms including a longitudinal brake assembly, a lateral brake assembly, and a rotational brake assembly; and an electric motor assembly operably connected to each of the plurality of positional brake mechanisms. The electric motor assembly comprises: a drive motor; a clutch system located between the drive motor and the plurality of positional brake mechanisms; and a solenoid operably connected to the clutch system. The solenoid in operation engages the clutch system to operably connect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is activated and disengages the clutch system to operably disconnect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is deactivated. The electric motor assembly in operation moves the plurality of positional brake mechanisms to at least one of a locked position and unlocked position.

Description:
BACKGROUND 
       [0001]    The subject matter disclosed herein generally relates to aircraft interiors, and more particularly to locking mechanism for aircraft seats. 
         [0002]    Adjustable seats are commonly used on modern aircraft to permit the user to move a seat in several directions. For example, some seats permit a user to translate the seat forward, aft and laterally, while also permitting the user to rotate the seat around a central axis. For each of these seat movements, many different locking mechanisms have been used to control seat positioning. Some adjustable seats have required an abundance of cables, often exceeding 10 cables, to engage and disengage multiple locking mechanisms. Accordingly, a locking mechanism capable of adjusting a seat in multiple directions while minimizing the part count would bring cost, weight, and reliability benefits. 
       SUMMARY 
       [0003]    According to one embodiment, a seat locking mechanism is provided. The seat locking mechanism comprises a plurality of positional brake mechanisms including a longitudinal brake assembly, a lateral brake assembly, and a rotational brake assembly; and an electric motor assembly operably connected to each of the plurality of positional brake mechanisms. The electric motor assembly comprises: a drive motor; a clutch system located between the drive motor and the plurality of positional brake mechanisms; and a solenoid operably connected to the clutch system. The solenoid in operation engages the clutch system to operably connect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is activated and disengages the clutch system to operably disconnect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is deactivated. The electric motor assembly in operation moves the plurality of positional brake mechanisms to at least one of a locked position when the electric motor assembly is activated and an unlocked position when the electrical motor assembly is deactivated. 
         [0004]    In addition to one or more of the features described above, or as an alternative, further embodiments of the seat locking mechanism may include that the clutch system further comprises: a male clutch and a female clutch. The male clutch in operation engages the female clutch when the electric motor assembly is activated and disengages the female clutch when the electric motor assembly is deactivated. At least one of the male clutch and the female clutch is operably connected to the motor and the other is operably connected to the solenoid. 
         [0005]    In addition to one or more of the features described above, or as an alternative, further embodiments of the seat locking mechanism may include a carriage assembly operably connecting the electric motor assembly to the plurality of positional brake mechanisms. The carriage assembly in operation moves the plurality of positional brake mechanisms to at least one of a locked position when the electric motor assembly is activated and an unlocked position when the electrical motor assembly is deactivated. 
         [0006]    In addition to one or more of the features described above, or as an alternative, further embodiments of the seat locking mechanism may include that the carriage assembly has a first end and a second end. The first end being operably connected to a first lateral brake of the lateral brake assembly and the second end being operably connected to a second lateral brake of the lateral brake assembly. 
         [0007]    In addition to one or more of the features described above, or as an alternative, further embodiments of the seat locking mechanism may include that the carriage assembly is operably connected to the longitudinal brake assembly through a longitudinal brake cable. 
         [0008]    In addition to one or more of the features described above, or as an alternative, further embodiments of the seat locking mechanism may include that the carriage assembly is operably connected to the rotational brake assembly through a rotational brake cable. 
         [0009]    In addition to one or more of the features described above, or as an alternative, further embodiments of the seat locking mechanism may include a damper operably connected to the electric motor assembly. The damper in operation dampens the motion of the electric motor assembly. 
         [0010]    According to another embodiment, a method of assembling a seat locking mechanism is provided. The method of assembling a seat locking mechanism comprises: installing a plurality of positional brake mechanisms onto a structural support. The plurality of positional brake mechanisms including a longitudinal brake assembly, a lateral brake assembly, and a rotational brake assembly. The method of assembling a seat locking mechanism also comprises: installing an electric motor assembly onto the structural support; and operably connecting the electric motor assembly to each of the plurality of positional brake mechanisms. The electric motor assembly comprises: a drive motor; a clutch system located between the drive motor and the plurality of positional brake mechanisms; and a solenoid operably connected to the clutch system. The solenoid in operation engages the clutch system to operably connect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is activated and disengages the clutch system to operably disconnect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is deactivated. The electric motor assembly in operation moves the plurality of positional brake mechanisms to at least one of a locked position when the electric motor assembly is activated and an unlocked position when the electrical motor assembly is deactivated. 
         [0011]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of assembling a seat locking mechanism include that the clutch assembly further comprises: a male clutch and a female clutch. The male clutch in operation engages the female clutch when the electric motor assembly is activated and disengages the female clutch when the electric motor assembly is deactivated. At least one of the male clutch and the female clutch is operably connected to the motor and the other is operably connected to the solenoid. 
         [0012]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of assembling a seat locking mechanism include operably connecting the electric motor assembly to the plurality of positional brake mechanisms through a carriage assembly. The carriage assembly in operation moves the plurality of positional brake mechanisms to at least one of a locked position when the electric motor assembly is activated and an unlocked position when the electrical motor assembly is deactivated. 
         [0013]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of assembling a seat locking mechanism include operably connecting the carriage assembly to the lateral brake assembly. The carriage assembly having a first end and a second end. The first end being operably connected to a first lateral brake of the lateral brake assembly and the second end being operably connected to a second lateral brake of the lateral brake assembly. 
         [0014]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of assembling a seat locking mechanism include operably connecting the carriage assembly to the longitudinal brake assembly through a longitudinal brake cable. 
         [0015]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of assembling a seat locking mechanism include operably connecting the carriage assembly to the rotational brake assembly through a rotational brake cable. 
         [0016]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of assembling a seat locking mechanism include operably connecting a damper to the electric motor assembly. The damper in operation dampens the motion of the electric motor assembly. 
         [0017]    According to another embodiment, a method of operating a seat locking mechanism is provided. The method of operating a seat locking mechanism comprises: operating a plurality of positional brake mechanisms including a longitudinal brake assembly, a lateral brake assembly, and a rotational brake assembly. The operating includes moving each of the plurality of positional brake mechanisms to at least one of a locked position and an unlocked position. The method of operating a seat locking mechanism also comprises: controlling, using an electric motor assembly, each of the plurality of positional brake mechanisms. The electric motor assembly comprises: a drive motor; a clutch system located between the drive motor and the plurality of positional brake mechanisms; and a solenoid operably connected to the clutch system. The solenoid in operation engages the clutch system to operably connect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is activated and disengages the clutch system to operably disconnect the electric motor to the plurality of positional brake mechanisms when the electric motor assembly is deactivated. The electric motor assembly in operation moves the plurality of positional brake mechanisms to at least one of a locked position when the electric motor assembly is activated and an unlocked position when the electrical motor assembly is deactivated. 
         [0018]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of operating a seat locking mechanism may include moving, using a plurality of biasing mechanisms, each of the plurality of positional brake mechanisms to the locked position, when the electric motor assembly is deactivated. 
         [0019]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of operating a seat locking mechanism may include that the clutch system further comprises: a male clutch and a female clutch. The male clutch in operation engages the female clutch when the electric motor assembly is activated and disengages the female clutch when the electric motor assembly is deactivated. At least one of the male clutch and the female clutch is operably connected to the motor and the other is operably connected to the solenoid. 
         [0020]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of operating a seat locking mechanism may include moving, using a carriage assembly, each of the plurality of positional brake mechanisms. The electric motor assembly is operably connected to each of the plurality of positional brake mechanisms through the carriage assembly. 
         [0021]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of operating a seat locking mechanism may include that the carriage assembly has a first end and a second end. The first end being operably connected to a first lateral brake of the lateral brake assembly and the second end being operably connected to a second lateral brake of the lateral brake assembly. 
         [0022]    In addition to one or more of the features described above, or as an alternative, further embodiments of the method of operating a seat locking mechanism may include that the carriage assembly is operably connected to the rotational brake assembly through a rotational brake cable. 
         [0023]    Technical effects of embodiments of the present disclosure include a locking mechanism to allow seat adjustment in forward, aft, lateral and rotational directions while minimizing the part count and/or weight of the locking mechanism. 
         [0024]    The foregoing features and elements may be combined in various combinations without exclusivity, unless expressly indicated otherwise. These features and elements as well as the operation thereof will become more apparent in light of the following description and the accompanying drawings. It should be understood, however, that the following description and drawings are intended to be illustrative and explanatory in nature and non-limiting. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0025]    The subject matter is particularly pointed out and distinctly claimed at the conclusion of the specification. The foregoing and other features, and advantages of the present disclosure are apparent from the following detailed description taken in conjunction with the accompanying drawings in which: 
           [0026]      FIG. 1  is a perspective view of an aircraft that may incorporate embodiments of the present disclosure; 
           [0027]      FIG. 2  is a schematic illustration of a seat locking mechanism in a locked position, according to embodiments of the present disclosure; 
           [0028]      FIG. 3  is a schematic illustration of a seat locking mechanism in an unlocked position, according to embodiments of the present disclosure; 
           [0029]      FIG. 4  is a schematic illustration of an override bypass assembly of a seat locking mechanism in a locked position, according to embodiments of the present disclosure; 
           [0030]      FIG. 5  is a schematic illustration of an override bypass assembly of a seat locking mechanism in an unlocked position, according to embodiments of the present disclosure; 
           [0031]      FIG. 6  is an exploded view of the override bypass assembly of  FIGS. 4 &amp; 5 , according to embodiments of the present disclosure; 
           [0032]      FIG. 7  is a schematic illustration of a carriage assembly, according to embodiments of the present disclosure; 
           [0033]      FIG. 8  is a schematic illustration of a rotational brake assembly and an electric motor assembly, according to embodiments of the present disclosure; 
           [0034]      FIG. 9  is an exploded view of the rotational brake assembly of  FIG. 8 , according to embodiments of the present disclosure; 
           [0035]      FIG. 10  is a schematic illustration of a lateral brake assembly in a locked position, according to embodiments of the present disclosure; and 
           [0036]      FIG. 11  is a schematic illustration of a lateral brake assembly in an unlocked position, according to embodiments of the present disclosure. 
       
    
    
       [0037]    The detailed description explains embodiments of the present disclosure, together with advantages and features, by way of example with reference to the drawings. 
       DETAILED DESCRIPTION 
       [0038]    Referring now to  FIG. 1 , which shows a perspective view of an aircraft  2  that may incorporate embodiments of the present disclosure. Aircraft  2  includes a fuselage  4  extending from a nose portion  6  to a tail portion  8  through a body portion  10 . Body portion  10  houses an aircraft cabin  14  that includes a crew compartment  15  and a passenger compartment  16 . Body portion  10  supports a first wing  17  and a second wing  18 . First wing  17  extends from a first root portion  20  to a first tip portion  21  through a first airfoil portion  23 . First airfoil portion  23  includes a leading edge  25  and a trailing edge  26 . Second wing  18  extends from a second root portion (not shown) to a second tip portion  31  through a second airfoil portion  33 . Second airfoil portion  33  includes a leading edge  35  and a trailing edge  36 . Tail portion  8  includes a stabilizer  38 . Aircraft  2  includes an adjustable seat  40  in the crew compartment  15  of the aircraft. In an embodiment, the adjustable seat  40  includes a seat locking mechanism  80  operably connected to the bottom of the adjustable seat  40 . The adjustable seat  40  may also be mounted within the passenger compartment  16 . As will be appreciated by those of skill in the art, the adjustable seat  40  may also be mounted within a building and/or within various types of vehicles including but not limited to automotive, aerospace, navel, locomotive, and railway. 
         [0039]    Referring now to  FIGS. 2 and 3 ,  FIG. 2  displays a schematic illustration of the seat locking mechanism  80  in a locked position, according to embodiments of the present disclosure; and  FIG. 3  displays is a schematic illustration of the seat locking mechanism  80  in an unlocked position, according to embodiments of the present disclosure. The seat locking mechanism  80  includes an override bypass assembly  100 , a carriage assembly  200 , a rotational brake assembly  300 , an electric motor assembly  400 , a lateral brake assembly  500  and a longitudinal brake assembly  600 . The longitudinal brake assembly  600  controls movement of the adjustable in the longitudinal Y direction (forward and aft) relative to the adjustable seat. In certain instances the forward and aft directions may be reversed depending on the orientation of the seat and/or may be referred to using different terminology such as, for example first and second. Likewise components of the seat locking mechanism described with the forward and aft terminology may also use the reverse terminology in certain instances and/or may be referred to using different terminology such as, for example a first and second. The lateral brake assembly  500  controls movement of the adjustable seat in the lateral X direction (left and right) relative to the adjustable seat. As will be appreciated by those of skill in the art, the orientation of the longitudinal Y and lateral X coordinate frame of the adjustable seat relative to an outside reference frame may vary based on a rotational R position of the adjustable seat. The rotational brake assembly  300  controls movement of the adjustable seat in the rotational R direction around an axis Z. As seen in  FIGS. 2 and 3 , axis Z may be perpendicular to both the longitudinal Y and lateral X direction. The longitudinal brake assembly  600 , the lateral brake assembly  500 , and the rotational brake assembly  300  may be referred to as positional brake mechanisms. The seat locking mechanism  80  may be controlled manually by applying tension to a cable  104  through the override bypass assembly  100  and/or automatically utilizing the electric motor assembly  400 . The override bypass assembly  100  and the electrical motor assembly  400  may be referred to as control mechanisms. 
         [0040]    In order to control the seat locking mechanism  80  manually, an occupant of the adjustable seat will activate a position control lever (not shown), which provides tension to the cable  104 . The position control lever may be located in an arm (not shown) of the adjustable seat. As tension is applied to the cable  104 , the cable  104  pulls on and releases the override bypass assembly  100 , which rotates a carriage tube  210  of the carriage assembly  200 . In the illustrated embodiment, the override bypass assembly  100  is located towards the aft end of the seat locking mechanism  80 ; however the override bypass assembly  100  may be located in other various locations. The carriage tube  210  is operably connected to an aft lateral brake  502  and a forward lateral brake  504  of the lateral brake assembly  500 . As the carriage tube  210  rotates the lateral brake assembly  500  is unlocked, which allows the adjustable seat to move laterally along an aft track bar  550  and a forward track bar  560 . The carriage assembly  200  is operably connected to the longitudinal brake assembly  600  through a longitudinal brake cable  220 . As the carriage tube  210  rotates, tension is applied to the longitudinal brake cable  220 , which releases the longitudinal brake assembly  600  and allows the adjustable seat to move longitudinally (forward and/or aft) along two longitudinal track bars  610 . As will be appreciated by those of skill in the art, the structural support of the seat locking mechanism  80  may be composed of the longitudinal track bars  610 , the aft track bar  550 , and the forward track bar  560 . The carriage assembly  200  is also operably connected to the rotational brake assembly  300  through a rotational brake cable  230 . As the carriage tube  210  rotates, tension is applied to the rotational brake cable  230 , which releases the rotational brake assembly  300  and allows the adjustable seat to rotate. Summarily, when tension is applied to the cable  104 , the override bypass assembly  100  is released, which allows the carriage assembly  200  to rotate and unlock the lateral brake assembly  500 , the longitudinal brake assembly  600 , and the rotational brake assembly  300 . The seat locking mechanism  80  may be seen in its unlocked position in  FIG. 3 . 
         [0041]    Once the tension on the cable  104  is released, a biasing mechanism  116  will move the override bypass assembly  100  back to its locked position, which in turn rotates the carriage assembly  200  back to its locked position. With the carriage assembly  200  back in its locked position, the lateral brake assembly  500  is now locked and tension is relieved on both the longitudinal brake cable  220  and the rotational brake cable  230 . The tension relief on the longitudinal brake cable  220  locks the longitudinal brake assembly  600 . The tension relief on the rotational brake cable  230  allows a biasing mechanism  370  to move the rotational brake assembly  300  back to its locked position. The seat locking mechanism  80  may be seen in its locked position in  FIG. 2 . 
         [0042]    The seat locking mechanism  80  may also be unlocked automatically utilizing the electric motor assembly  400 , which operably connects to the carriage assembly  200  and rotates the carriages assembly  200  to unlock the lateral brake assembly  500 , the longitudinal brake assembly  600 , and the rotational brake assembly  300 . The seat locking mechanism  80  may be seen in its unlocked position in  FIG. 3 . To lock the seat locking mechanism  80 , the electric motor assembly  400  will rotate the carriage assembly  200  back to its locked position. With the carriage assembly  200  back in its locked position, the lateral brake assembly  500  is now locked and tension is relieved on both the longitudinal brake cable  220  and the rotational brake cable  230 . The tension relief on the longitudinal brake cable  220  locks the longitudinal brake assembly  600 . The tension relief on the rotational brake cable  230  allows a biasing mechanism  370  to move the rotational brake assembly  300  back to its locked position. The seat locking mechanism  80  may be seen in its locked position in  FIG. 2 . 
         [0043]    Referring now to  FIGS. 4-6 :  FIG. 4  shows a schematic illustration of the override bypass assembly  100  of the seat locking mechanism in a locked position, according to embodiments of the present disclosure;  FIG. 5  shows a schematic illustration of the override bypass assembly  100  of the seat locking mechanism in an unlocked position, according to embodiments of the present disclosure;  FIG. 6  shows an exploded view of the override bypass assembly  100  of  FIGS. 4 &amp; 5 , according to embodiments of the present disclosure. The override bypass assembly  100  includes a cable  104 , a pulley wheel  106 , a telescoping cylinder assembly  141 , and a biasing mechanism  116 . The cable  104  is operably connected to the pulley wheel  106 . As tension is applied to the cable  104 , the cable  104  rotates the pulley wheel  106 . The pulley wheel  106  is operably connected to the telescoping cylinder assembly  141 , such that as the pulley wheel  106  rotates, the telescoping cylinder assembly  141  linearly extends and then rotates an aft lateral brake lever  558  to unlock the aft lateral brake  502 . The aft lateral brake  502  locks when the aft lateral brake lever  558  rotates an aft lateral lock pin  554  to engage with an aft slot  552  of the aft track bar  550 , as seen in  FIG. 4 . The aft lateral brake  502  unlocks when the aft lateral brake lever  558  rotates an aft lateral lock pin  554  to disengage with an aft slot  552  of the aft track bar  550 , as seen in  FIG. 5 . 
         [0044]    The rotational motion of the pulley wheel  106  is translated to linear motion of the telescoping cylinder assembly  141  via a linear slide mechanism  120 . In the illustrated embodiment, the linear slide mechanism  120  includes a slide housing  121 , a bearing  170 , a bearing pin  172 , and a slide  122  operably connected to the telescoping cylinder assembly  141 , as seen in  FIG. 6 . The bearing  170  is operably connected to the pulley wheel  106  via the bearing pin  172 . The bearing  170  is also operably connected to the slide  122 . As the pulley wheel  106  rotates, the bearing  170  moves the slide  122 , along with the telescoping cylinder assembly  141 , linearly relative to the slide housing  121 . The slide  122  is operably connected to the telescoping cylinder assembly  141  via a cable anchor pin  124 . 
         [0045]    Once tension on the cable  104  is relieved, the biasing mechanism  116 , operably connected to the telescoping cylinder assembly  141 , will linearly move the telescoping cylinder assembly  141  back to its locked position and subsequently lock the aft lateral brake  502 . In the illustrated embodiment, biasing mechanism  116  is connected to the slide  122  and the telescoping cylinder assembly  141  via the cable anchor pin  124 . Also, as seen in the illustrated embodiment, the biasing mechanism  116  may be secured to the slide housing  121 , via a biasing mechanism anchor pin  118 . In an embodiment, the biasing mechanism  116  may be a spring. 
         [0046]    In the illustrated embodiment, the telescoping cylinder assembly  141  includes a cylinder  142 , a shaft  146 , a cap  152  and a roll pin  144 , as seen in  FIG. 6 . The shaft  146  includes a first end  146   a  located internal to the cylinder and a second end  146   b  fixedly connected to the cap  152 . The roll pin  144  allows the shaft  146  to translate within the cylinder  142 , while operably connecting the shaft  146  to the cylinder  142  at the first end  146   a . The roll pin  144  may be located in a through hole  145  of the shaft  146  and operably connected to a slot  143  of the cylinder  142 , as seen in  FIG. 6 . The roll pin  144  secures the shaft  146  to the cylinder  142 , while allowing the shaft  146  to translated the length of the slot  143 . The cap  152  is operably connected to the aft lateral brake lever  558  via a clevis pin  154 . The clevis pin  154  may be secured in place by a cotter pin  156 . As the aft lateral brake lever  558  rotates, the carriage tube  210  rotates as well. 
         [0047]    Referring now  FIG. 7 , which shows a schematic illustration of a carriage assembly  200 , according to embodiments of the present disclosure. The carriage assembly  200  includes a carriage housing  216  fixedly connected to the carriage tube  210 , as seen in  FIG. 7 . The carriage housing  216  is operably connected to the rotational brake assembly  300  and the longitudinal brake assembly  600 . The carriage housing  216  includes a rotational brake connecting point  232  and a longitudinal brake connecting point  222 . The carriage housing  216  is operably connected to the rotational brake assembly  300  through the rotational brake cable  230 , which connects to the carriage housing  216  at the rotational brake connecting point  232 . The carriage housing  216  is operably connected to the longitudinal brake assembly  600  through the longitudinal brake cable  220 , which connects to the carriage housing  216  at the longitudinal brake connecting point  222 . The carriage housing  216  rotates as the carriage housing tube  210  rotates. As the carriage housing  216  rotates, it pulls on longitudinal brake cable  220  to unlock the longitudinal brake assembly  600 , which allows the adjustable seat to move forward and aft. Simultaneously, as the carriage housing  216  rotates, it pulls the rotational brake cable  230  to unlock the rotational brake assembly  300 , which allows the adjustable seat to rotate. 
         [0048]    The carriage housing  216  may also be operably connected to the electric motor assembly  400  via a motor link  480 . The motor link  480  connects to the carriage housing  216  at the motor connection point  218  located on the carriage housing  216 . The carriage assembly  200  may also include a damper  280  operably connected to the carriage housing  216  through a damping link  282 . The damper  280  dampens the motions of the electric motor assembly  400 . 
         [0049]    Referring now to  FIGS. 8 and 9 .  FIG. 8  shows a schematic illustration of the rotational brake assembly  300  and the electric motor assembly  400 , according to embodiments of the present disclosure.  FIG. 9  shows an exploded view of the rotational brake assembly of  FIG. 8 , according to embodiments of the present disclosure. As seen in  FIG. 9 , the rotational brake assembly  300  includes a rotational brake pin  322 , a lifting pin  324 , a cam  320 , a biasing mechanism  370  and a swivel disc  304  having a plurality of locking holes  306  proximate the outer diameter  308  of the swivel disc  304 . The cam  320  includes angled slot  350 , where the lifting pin  324  resides. The lifting pin  324  is operably connected to the rotational brake pin  322 . As the cam  320  translates radially inward, the lifting pin  324  slides up the angled slot  350  along with the rotational brake pin  322 . This motion lifts the rotational brake pin  322  out of a locking hole  306  and allows the adjustable seat to rotate. In the illustrated embodiment, the cam  320  is operably connected to the carriage housing  216  of the carriage assembly  200  through a series of linkages, including a control lever  314  and a link  310 . The control lever  314  is operably connected to the cam  320  and the link is operably connected to the control lever  314 . The carriage housing  216  is operably connected to the link  310  through the rotational brake cable  230 . Once the tension is applied to the cable  104 , the override bypass assembly  100  releases and rotates the carriage tube  210  along with the carriage housing  216 , which pulls on the rotational brake cable  230  and subsequently moves the cam  320  radially inward to lift the rotational brake pin  322  out of the locking hole  306 . If the seat locking mechanism  80  possesses an electric motor assembly  400 , the electric motor assembly  400  will rotate the carriage housing  216 , which pulls on the rotational brake cable  230  and subsequently moves the cam  320  radially inward to lift the rotational brake pin  322  out of the locking hole  306 . 
         [0050]    Once tension on the cable  104  is relieved and/or the electric motor assembly  400  moves the carriage housing  216  back to the locked position, the biasing mechanism  370  will move the cam  320  radially outward, thus allowing the lifting pin  324  to slide down in slot  350  and let the rotational brake pin  322  move back into a locking hole  306 . In the illustrated embodiment, the biasing mechanism  370  is operably connected to the cam  320  through the control lever  314 , as seen in  FIG. 8 . 
         [0051]    The electric motor assembly  400  includes a drive motor  410 , a drive motor link  480 , a solenoid  460  operably connected to the drive motor  410  through a clutch system  430 , as seen in  FIG. 8 . The clutch system includes a female gear  432  and a male gear  434 . The electric motor assembly  400  is operably connected to the carriage housing  216  of the carriage assembly  200  through the drive motor link  480 . When the electric motor assembly  400  is activated, the solenoid  460  moves the male gear  434  to engage with the female gear  432 , thus allowing the drive motor  410  to move the drive motor link  480 . Subsequently, the drive motor link  480  will rotate the carriage housing  216 . When the electric motor assembly  400  is deactivated, the solenoid  460  moves the male gear  434  to disengage with the female gear  432  and the biasing mechanism  116  will move the move the override bypass assembly  100  back to its locked position. This motion subsequently rotates the carriage housing  216  back to its locked position, which allows the biasing mechanism  370  to move the rotational brake assembly  300  back to its locked position. The electric motor assembly  400  may include limit switch mount  440  for mounting a limit switch (not shown). The electric motor assembly  400  may also include spacers  450  to maintain separation between the solenoid  460  and the drive motor  410 . As seen in  FIG. 8 , the electric motor assembly  400  includes a motor mount  420  to fixedly connect the electric motor assembly  400  to the seat locking mechanism  80 . 
         [0052]    Referring now to  FIGS. 10 and 11 .  FIG. 10  shows a schematic illustration of a lateral brake assembly  500  in a locked position, according to embodiments of the present disclosure.  FIG. 11  shows a schematic illustration of a lateral brake assembly  500  in an unlocked position, according to embodiments of the present disclosure. The lateral brake assembly  500  includes an aft lateral brake  502 , a forward lateral brake  504 , and a carriage tube  210  that connects the aft lateral brake  502  to the forward lateral brake  504 . An aft end  212  of the carriage tube  210  operably connects to the aft lateral brake  502 . A forward end  214  of the carriage tube  210  operably connects to the forward lateral brake  504 . The aft lateral brake  502  includes an aft housing  530 , an aft track bar  550  within the aft housing  530 , an aft lateral lock pin  554 , and an aft lateral brake lever  558 . The aft track bar  550  includes a plurality of aft slots  552  for the aft lateral lock pin  554  to engage and/or disengage. The aft housing  530  may include bearings (not shown) to aid movement over the aft track bar  550  when the lateral brake assembly  500  is in the unlocked position, as seen in  FIG. 11 . The forward lateral brake  504  includes a forward housing  540 , a forward track bar  560  within the forward housing  540 , a forward lateral lock pin  564 , and a forward lateral brake lever  568 . The forward track bar  560  includes a plurality of forward slots  562  for the forward lateral lock pin  564  to engage and/or disengage. The forward housing  540  may include bearings (not shown) to aid movement over the forward track bar  560  when the lateral brake assembly  500  is in the unlocked position, as seen in  FIG. 11 . 
         [0053]    The carriage tube  210  is operably connected to the aft lateral housing  530 , such that the carriage tube  210  is free to rotate. The carriage tube  210  is fixedly connected to the aft lateral lock pin  554  through the aft lateral brake lever  558 . As the carriage tube  210  rotates, the aft lateral lock pin  554  will engage (i.e. lock, as seen in  FIG. 10 ) the plurality of aft slots  552  and/or disengage (i.e. unlock, as seen in  FIG. 11 ) the plurality of aft slots  552 . The carriage tube  210  is operably connected to the forward lateral housing  540 , such that the carriage tube  210  is free to rotate. The carriage tube  210  is fixedly connected to the forward lateral lock pin  564  through the forward lateral brake lever  568 . As the carriage tube  210  rotates, the forward lateral lock pin  564  will engage (i.e. lock, as seen in  FIG. 10 ) the plurality of forward slots  562  and/or disengage (i.e. unlock, as seen in  FIG. 11 ) the plurality of forward slots  562 . The aft lateral lock pin  554  and the forward lateral lock pin  564  will engage and/or disengage simultaneously because their movement is tied together by the carriage tube  210 . As described above, the carriage tube  210  may be rotated manually by the override bypass assembly  100  at the aft lateral brake lever  558  or automatically by the electric motor assembly  400 . 
         [0054]    While the present disclosure has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the present disclosure is not limited to such disclosed embodiments. Rather, the present disclosure can be modified to incorporate any number of variations, alterations, substitutions, combinations, sub-combinations, or equivalent arrangements not heretofore described, but which are commensurate with the scope of the present disclosure. Additionally, while various embodiments of the present disclosure have been described, it is to be understood that aspects of the present disclosure may include only some of the described embodiments. Accordingly, the present disclosure is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.