Abstract:
The present invention provides a seat adjustment device for an aircraft or spacecraft, comprising: 
     a seat rail for connection to a floor; and
 
a seat connection for connection to at least one seat;
 
and a worm is provided which can be actuated to adjust the seat connection relative to the seat rail.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of and priority to U.S. Provisional Application No. 61/459,241, filed Dec. 9, 2010, and German patent application 10 2010 053 892.2 filed Dec. 9, 2010, the entire disclosures of which are herein incorporated by reference. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates to a seat adjustment device and to an aircraft or spacecraft. 
         [0003]    Although the present invention and the problem on which it is based can be applied to any seat adjustment devices and to any aircraft or spacecraft, they will be described in detail with respect to an aircraft which has a reconfigurable cabin layout. 
         [0004]    A reconfiguration of a cabin layout of an aircraft is desirable to allow an individual adaptation of the cabin layout to requests by individual passengers or to requirements imposed by aircraft operators. The reconfiguration comprises, for example, releasing a respective seat from associated seat rails, moving the seat, equating the new actual position of the seat with a desired position according to the new cabin layout, if necessary adapting the new actual position and attaching the seat in the new actual position. However, in the past, a reconfiguration of this type of a cabin layout was relatively laborious because to had to be carried out manually. 
       BACKGROUND. OF THE INVENTION 
       [0005]    Seat adjustment devices comprising a seat rail and a seat connection are known. A conveyor chain or a motor may also be provided to adjust the seat connection relative to the seat rail. The position of a respective seat or of a respective row of seats may be adapted to a predeterminable cabin layout by means of this adjustment. 
       SUMMARY OF THE INVENTION 
       [0006]    According to the invention, a seat adjustment device for an aircraft or spacecraft is provided, comprising a seat rail for connection to a floor and comprising a seat connection for connection to a seat, and a worm is provided which can be actuated to adjust the seat connection relative to the seat rail. 
         [0007]    An aircraft or spacecraft is also provided which comprises the seat adjustment device according to the invention, a floor to which the seat rail of the seat adjustment device is connected and a seat to which the seat connection of the seat adjustment device is connected. 
         [0008]    The idea on which the present invention is based is that a worm is provided which can be actuated to adjust the seat connection relative to the seat rail. In the present context, the term “worm” is understood as meaning a shaft which comprises one or more threads. A worm of this type has the advantage that it acts in a self-locking manner. This means that the worm prevents a relative movement between the seat connection and the seat rail when the worm is not actuated. Only when the worm is rotated about its axis of rotation by an appropriate drive means does the seat connection move relative to the seat rail. Thus, with the present solution, no additional securing means is required to prevent a relative movement between the seat connection and the seat rail. Furthermore, a worm or a corresponding worm drive has a high transmission ratio so that only a low driving torque is required to rotate the worm about its axis of rotation and to thus produce a relative movement between the seat connection and the seat rail. Thus, for example an electric servomotor for driving the worm about its axis of rotation can be configured to be relatively small and thus lightweight, which has a positive effect on the weight of the aircraft, for example. Furthermore, the worm has a relatively small extension in a direction transverse to its axis of rotation, so that its presence does not substantially reduce the useful fuselage diameter of a corresponding aircraft. 
         [0009]    According to a preferred configuration of the seat adjustment device of the invention, the seat rail has teeth and the seat connection supports the worm in a rotatably mounted manner, the teeth meshing with the worm. The teeth extend in the longitudinal direction of the seat rail, an individual tooth of the teeth extending in the transverse direction of the seat rail. The axis of rotation of the worm also extends in the longitudinal direction of the seat rail. 
         [0010]    According to a further preferred configuration, the seat rail is configured as a profile with a head portion which has the teeth. The head portion is stable enough to support the teeth due to its thickness. Configuring the seat rail as a profile simplifies the production thereof. 
         [0011]    According to a further preferred configuration of the seat adjustment device of the invention, the seat rail has a base portion for connection with the floor and the base portion adjoins the head portion, said base portion preferably comprising aluminium and/or the head portion preferably comprising titanium. Due to the fact that the head portion supports the teeth which are exposed to relatively high loads due to their interaction with the worm, particularly under the influence of flight loads, it is favourable to produce the head portion from durable or heavy-duty titanium. The base portion which is subjected to lighter loads can then be produced from aluminium, which is cost effective. The base portion and the head portion are preferably welded together. Included here as welding methods are, in particular, friction stir welding, laser welding or electron beam welding. Of course, “aluminium” also includes aluminium alloys. Likewise, “titanium” also includes titanium alloys. 
         [0012]    According to a further preferred configuration of the seat adjustment device of the invention, the teeth partly extend in the peripheral direction about an axis of rotation of the worm. Thus, an improved contact is achieved between the teeth and the worm than would be the case if the teeth merely extended transversely to the axis of rotation of the worm. In turn, the result of the improved contact is that higher loads can be transmitted between the worm and the teeth, and these components have a greater service life. 
         [0013]    According to a further preferred configuration of the seat adjustment device of the invention, the seat connection engages over the seat rail, in particular the head portion thereof, in the transverse direction of the seat rail. Whereas the worm prevents a movement of the seat connection relative to the seat rail in the longitudinal direction of the seat rail, this development produces a positive locking between the seat connection and the seat rail transversely to the seat rail. Consequently, for example a seat or a row of seats in an aircraft or spacecraft can be connected to the floor in the vertical direction of said aircraft or spacecraft. 
         [0014]    According to a further preferred configuration of the seat adjustment device of the invention, the seat connection comprises a seat adapter and an insertion adapter which can be brought into engagement with one another for engagement over the seat rail in the transverse direction of the seat rail. This two-part configuration of the seat connection makes it possible, described in the following by way of example with reference to an aircraft, to attach a seat including the seat connection with seat adapter from above onto the seat rail and then to engage the insertion adapter with the seat adapter for engagement over the seat rail. This measure avoids a laborious threading of the seats onto a respective seat rail. 
         [0015]    According to a further preferred configuration of the seat adjustment device of the invention, the seat adapter engages around the head portion of the seat rail and is configured with a receiving element, the insertion adapter comprising an engagement element which can be engaged with the receiving element and the head portion. Due to its shape, the head portion is suitable for forming a positive locking with the seat connection in the transverse direction of the seat rail or in the vertical direction of a corresponding aircraft. 
         [0016]    According to a further preferred configuration of the seat adjustment device of the invention, the engagement element is configured as a pin, the receiving element is configured as an approximately semicircular recess and the seat rail is configured with a corresponding approximately semicircular recess behind the head portion, the two semicircular recesses complementing one another to form an approximately fully circular recess into which the pin can be inserted in the longitudinal direction of the seat rail. In the present context, the phrase “approximately semicircular” is to be understood as meaning that when the pin has been inserted into the two approximately semicircular recesses, it engages in each of them and thus produces a positive locking between the seat rail and the seat adapter. In the present context, the phrase “approximately fully circular” is to be understood as meaning that the pin is held in the fully circular recess, without being able to slip out of the approximately fully circular recess in the transverse direction of the seat rail. This provides an easily producible, detachable, form-locking connection between the seat connection and the seat rail. More preferably, two pins with respectively corresponding receiving elements are provided. 
         [0017]    According to a further preferred configuration of the seat adjustment device of the invention, the seat adapter has bearings which mount the worm at its opposing ends, and/or the pull-in adapter comprises a drive means, in particular an electric motor which actively engages with the worm for actuating said worm by means of an engagement of the insertion adapter with the seat adapter. Thus, two functions are preferably to be performed at the same time by means of an engagement of the insertion adapter with the seat adapter: on the one hand, the mentioned form locking is to be produced. On the other, the drive means is to be automatically coupled to the worm. 
         [0018]    According to a further preferred configuration of the seat adjustment device of the invention, two sealing lips are provided which cover the seat rail, in particular the teeth thereof, with their free ends. As a result, the teeth are accommodated such that they are invisible to passengers of the aircraft, for example, and are also protected from dust, etc. 
         [0019]    According to a further preferred configuration of the seat adjustment device of the invention, the seat connection is mounted such that it can slide and/or roll on the seat rail, the seat connection preferably comprising rolling bodies which are supported on the head portion of the seat rail. This ensures a simple displaceability of the seat connection relative to the seat rail. Thus, an appropriate drive means, in particular an electric motor for driving the worm can be configured to be correspondingly low-powered and thus lightweight. 
         [0020]    According to a further preferred configuration of the aircraft or spacecraft of the invention, the floor has crossbars with in each case a flange, a base portion of the seat rail being at least partly arranged in an opening in a respective flange and being connected thereto. Connection methods include, in particular friction stir welding, laser welding or electron beam welding. Due to the fact that the base portion replaces part of the flange (corresponding to the width of the recess), the useful spatial height, for example in the fuselage of an aircraft can be increased. 
         [0021]    According to a further preferred configuration of the aircraft or spacecraft of the invention, also provided are: a passenger terminal device which is arranged on the seat, a rail which extends in the longitudinal direction of the aircraft or spacecraft and is connected to a data processing system and/or an energy supply system, as well as an arm which is connected to the seat and displaceably engages in the rails in the longitudinal direction of the aircraft or spacecraft, the arm connecting the passenger terminal device to the data processing system and/or to the energy supply system. When the seat is moved relative to the seat rail by the seat adjustment device, the arm moves automatically with the seat. A connection between the passenger terminal device and the data processing system and/or the energy supply system is thus maintained, i.e. is not interrupted. A rewiring or the like of the passenger terminal device in the new seat position is thus not required. 
         [0022]    According to a further preferred configuration of the aircraft or spacecraft of the invention, the seat adjustment device is coupled in terms of signalling with a cabin management system of the aircraft or spacecraft. The seat connection is positioned with respect to the seat rail by means of the seat adjustment device subject to presets from the cabin management system. Presets of this type can be input into the cabin management system, for example by a flight attendant panel. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0023]    In the following, the invention will be described in more detail on the basis of embodiments with reference to the accompanying figures of the drawings, in which: 
           [0024]      FIG. 1  is a perspective view of a detail of an aircraft according to a preferred embodiment of the present invention; 
           [0025]      FIG. 2  is a perspective view in the direction of arrow A from  FIG. 1 ; 
           [0026]      FIG. 2.1  shows a longitudinal section from  FIG. 2 ; 
           [0027]      FIG. 3  is a perspective view in the direction of arrow B from  FIG. 2 ; 
           [0028]      FIG. 4  is a perspective view in the direction of arrow C from  FIG. 3  without an insertion adapter; 
           [0029]      FIG. 4.1  shows the view of  FIG. 4  with an insertion adapter; 
           [0030]      FIG. 5  is a simplified, perspective view of a seat adjustment device of  FIG. 4 ; 
           [0031]      FIG. 6  shows the view of  FIG. 5 , where a seat adapter of a seat connection is presented as being transparent for a clearer understanding; 
           [0032]      FIG. 7  is a perspective view of a variation with respect to the embodiment according to  FIG. 5 ; 
           [0033]      FIG. 8  is a front view of an insertion adapter in a first position according to an embodiment of the present invention; 
           [0034]      FIG. 8.1  shows the insertion adapter of  FIG. 8  in a second position; 
           [0035]      FIG. 9  shows a partial section along an axis of rotation of a worm of  FIG. 2 ; 
           [0036]      FIG. 10  is a cross-sectional view of a seat rail of  FIG. 2 ; 
           [0037]      FIG. 11  is a detailed, perspective view of a floor of  FIG. 1 ; 
           [0038]      FIG. 12  shows a section D-D from  FIG. 11 ; 
           [0039]      FIG. 13  shows a section E-E from  FIG. 11 ; 
           [0040]      FIG. 14  is a view in the direction of arrow F from  FIG. 1 ; and 
           [0041]      FIG. 15  is an enlarged view G from  FIG. 14 . 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0042]    In the figures, the same reference signs denote identical or functionally identical components, unless indicated otherwise. 
         [0043]      FIG. 1  is a perspective view of a detail of an aircraft, generally denoted by reference numeral  100 , according to an embodiment of the present invention. 
         [0044]    The aircraft  100  has a large number of rows  102  of seats. The rows  102  of seats are arranged behind one another in the longitudinal direction X of the aircraft  100  in a fuselage  104  of the aircraft  100 . By way of example,  FIG. 1  only shows one such row  102  of seats. 
         [0045]    The row  102  of seats is composed of, for example, three seats  106  which are attached to a floor  108 . This attachment is performed, for example by two seat adjustment devices  110  and two seat retaining devices  112 . The seat adjustment devices  110  are each arranged, for example on a front leg  114  of the row  102  of seats and the seat retaining devices  112  are each arranged on a rear leg  116 . “Rear” and “front” both relate to the longitudinal direction X. 
         [0046]    The construction of the seat adjustment devices  110  and of the seat retaining devices  112  will be described in the following with reference to the detailed seat adjustment device  110  which is thus illustrated in solid lines. The rest of the seat adjustment device  110  which is illustrated and the illustrated seat retaining devices  112  are shown in dashed lines for a simpler presentability. 
         [0047]    The seat adjustment device  110  is composed of a seat rail  118  which forms part of the floor  108 , and a seat connection  120  which is connected to the front leg  114 . The seat connection  120  or components thereof which will be described in more detail in the following can be formed integrally with the front leg  114 . The connection of the seat rail  118  to further components, in particular to crossbars of the floor  108  will be described in more detail in connection with  FIG. 11 . 
         [0048]      FIG. 2  is a perspective view A from  FIG. 1 .  FIG. 2.1  shows a longitudinal section from  FIG. 2 . Only part of the front leg  114  of the row  102  of seats is shown in FIGS.  2  and  2 . 1 . 
         [0049]    Referring to FIGS.  2  and  2 . 1 , the seat adjustment device  110  also comprises a worm  202 . The worm  202  is provided to adjust the seat connection  120  and thus the row  102  of seats relative to the seat rail  118  and thus to the floor  108 . For this, the worm  202  is rotated about its axis of rotation  204 . The worm engages by its thread  206  into teeth  208  of the seat rail  118 . The worm  202  is provided to be mounted rotatably on the seat connection  120 . However, appropriate bearings are shown in  FIG. 9  and not in  FIG. 2 . 
         [0050]    The seat rail  118  is configured as a profile, i.e. it has a substantially constant cross section  210  in its longitudinal direction which, in the present case, corresponds to the longitudinal direction X of the fuselage  104 . The cross section  210  consists of a head portion  212  and a base portion  214 . The head portion  212  has the teeth  208  on its upper side  218 . In the present context, “upper” and “lower” relate to the vertical direction Z of the aircraft  100 . The base portion  214  is connected to crossbars of the floor  108  in a manner which will be described in more detail later on. 
         [0051]    The teeth  208  extend in portions in the peripheral direction  216  around the axis of rotation  204  of the worm  202 . Thus, the teeth  208  form a recess in the upper side  218  of the head portion  212 . 
         [0052]      FIG. 3  shows a view B from  FIG. 2 . The seat connection  120  engages over the head portion  212  of the seat rail  118  in a first direction transverse to the seat rail  118  which coincides with the transverse direction Y of the aircraft  100 , see  FIG. 1 . Furthermore, the seat connection  120  engages over the seat rail in a second direction transverse to the longitudinal direction X of the seat rail  118 , which coincides with the vertical direction Z of the aircraft  100 , see  FIG. 1 . 
         [0053]    The seat connection  120  consists of a seat adapter  302  and an insertion adapter  304 . The seat adapter  302  is rigidly connected to the leg  114  of the row  102  of seats, and in particular is formed integrally therewith. For the engagement over the seat rail  118  or the head portion  212  thereof in the vertical direction Z, the insertion adapter  304  is engaged with the seat adapter  302 , as shown in  FIGS. 1 and 2 . To provide a clearer understanding,  FIG. 3  shows the seat adapter  302  and the insertion adapter  304  in a non-engaged state. 
         [0054]    When observed in the longitudinal direction X, the seat adapter  302  has an upside-down U-shape  306 . The U-shape  306  encompasses the worm  202  and the head portion  212 . The free ends  308 , see also  FIG. 4 , are located downstream of the head portion  212 , based on the worm  202 , and there form a respective receiving element  310 . The insertion adapter  304  has engagement elements  312 . The engagement elements  312  can be engaged with the receiving elements  310 . According to the illustrated embodiment, the engagement elements  312  are each configured as a pin. The receiving elements  310  are each configured as approximately semicircular recesses, see also  FIG. 4 . 
         [0055]      FIG. 4  shows a view C from  FIG. 3 .  FIG. 4.1  shows the view from  FIG. 4  with the insertion adapter  304 . Referring to  FIG. 4 , the head portion  212  adjoins the base portion  214  in a tapering manner so that approximately semicircular recesses  402  are formed on both sides of the cross section  210 . The recesses  310  and the recesses  402  together form a respective approximately fully circular recess  404 , into which the pins  312  can be respectively inserted, as shown in  FIG. 4.1 . The positive locking formed thereby in the vertical direction Z will be described in more detail in the following with reference to  FIGS. 5 and 6 . 
         [0056]    The seat rail  118  can be provided with a marking  406  in the longitudinal direction X, the purpose of which is described in connection with  FIG. 9 .  FIG. 5  is a simplified, perspective view of the seat adjustment device  110  from  FIG. 4 , the worm  202  in particular having been omitted.  FIG. 6  shows the illustration of  FIG. 5 , with the seat adapter  302  presented as being transparent to provide a clearer understanding. 
         [0057]    The pins  312  inserted into the recesses  404  in the longitudinal direction X engage behind the head portion  212 , thereby preventing the seat adapter  302  from being pulled off the seat rail  118  in the vertical direction Z (see  FIG. 5 ). 
         [0058]    Furthermore, the seat connection  120  can be mounted such that it slides on the seat rail  118  by means of rolling bodies  502 . For example, it is possible for rolling bodies  502 , see also  FIG. 6 , to be configured as needles  502  which are mounted on the seat adapter  302  and roll on the upper side  218  of the head portion  212  of the seat rail  118 . Alternatively, the rolling bodies  502  can also roll on the flange  1006 , see  FIG. 10 . 
         [0059]      FIG. 7  is a perspective view of a variation with respect to the embodiment according to  FIGS. 5 and 6 . The seat connection  120  according to  FIG. 7  firstly differs from the seat connection  120  according to  FIGS. 5 and 6  in that two insertion adapters  304  are provided which are inserted from opposite sides into the one seat adapter  302 . Furthermore,  FIG. 7  shows that the engagement elements  312  and the correspondingly formed recesses  404  can also have a rectangular cross section, for example, instead of a circular cross section. In addition, in the seat adjustment device  110  according to  FIG. 7 , the rolling bodies  502  are not used. Instead, a sliding bearing is provided, for example in the form of a Teflon coating  702  (indicated only) on the seat adapter  302 , said sliding bearing sliding on the upper side  218  of the head portion  212 . 
         [0060]    FIGS.  8  and  8 . 1  respectively show the insertion adapter  304  from  FIGS. 5 to 7  in a plan view, i.e. seen in the longitudinal direction X, in a slightly modified form. The insertion adapter  304  can consist of two portions  802  which are linked together by a joint  804 . The joint  804  and the portions  802  are also indicated in  FIG. 6 . The portions  802  each carry at their ends, opposite the joint  804 , the engagement element  312 . 
         [0061]      FIG. 8  shows the insertion adapter  304  in an opened position, so that it can be pushed onto the head portion  212  in the vertical direction Z, see for example  FIG. 6 . Thereafter, the insertion adapter  304  is brought into its closed position, shown in  FIG. 8.1 , which corresponds to the position of the insertion adapter  304  shown in  FIG. 6 . In the closed position, the engagement elements  312  engage behind the head portion  212  in the previously explained manner. The portions  802  can be L-shaped, for example, see  FIG. 6 , or U-shaped, see FIGS.  8  and  8 . 1 . The insertion adapter  304  is fixed in the closed position, see  FIG. 8.1 , so that it can no longer automatically move into its opened position, see  FIG. 8 . This is simply achieved, for example in that the insertion adapter  304  is inserted into the seat adapter  302 , in other words the engagement elements  312  are pushed into the receiving elements  310 . Instead of the insertion adapter  304  being configured in an articulated manner, illustrated in FIGS.  8  and  8 . 1 , it could also be configured in two parts, so that the portions  802  can be simply arranged in the position or arrangement illustrated in  FIG. 6  independently of one another and, if appropriate, can be connected to one another. Thereafter, the optionally interconnected portions  802  are moved such that their respective engagement elements  312  pass into the recesses  404 , thereby producing the positive locking described above. 
         [0062]      FIG. 9  shows a section along the axis of rotation  204  of the worm  202  through the seat adjustment device  110  and, to provide a clearer understanding, some components from  FIG. 2  have been omitted and other components have been added. For example,  FIG. 9  does not show the seat rail  118 . 
         [0063]    For example, the seat connection  120  can have bearings  902  which the worm  202  supports at its opposing ends such that it can rotate about its axis of rotation  204 . In particular, the bearings  902  are arranged, for example screwed on, at opposite ends of the seat adapter  302 . 
         [0064]    To rotate the worm  202  about its axis of rotation  204 , a drive means  906  is provided, for example in the form of an electric motor. The electric motor  906  is preferably arranged in the insertion adapter  304 , see  FIG. 3 . More preferably, the drive means  906  is arranged in a support portion  908  of the insertion adapter  304 , which portion  908  supports the engagement elements  312 . The support unit  908  is merely indicated in  FIG. 9  and is thus illustrated in dashed lines. As described in connection with FIGS.  8  and  8 . 1 , the support unit  908  can be of a separable or articulated configuration to allow the insertion adapter  304  to be pushed onto the head portion  212  of the seat rail  118  in the vertical direction Z. 
         [0065]    The drive means  906  preferably has a coupling  910  which automatically enters into a rotational engagement with one end  904  of the worm  202  when the insertion adapter  304  is inserted into the seat adapter  302 , see  FIG. 3 . 
         [0066]    The drive means  906  is connected, in particular wirelessly, to a cabin management system  912  of the aircraft  100 . In turn, the cabin management system  912  is connected, in particular wirelessly, to a sensor  914 . The sensor  914  is also shown in  FIG. 4 . The sensor  914  is preferably integrated into the seat connection  120 , particularly into the seat adapter  302 . The sensor  914  detects a change in position of the seat connection  120  relative to the seat rail  118  in the longitudinal direction X. The marking  406 , for example, on the seat rail  118 , see  FIG. 4 , can be provided for this purpose. In  FIG. 4 , the marking  406  is only shown by way of example and thus only part of it is shown. The sensor  914  visually detects the markings  406  and measures its change in position based on said markings. 
         [0067]    An input means  916  is also provided which is connected to the cabin management system  912 . Said input means  916  is in particular a flight attendant panel, i.e. an input means for flight attendants. The cabin management system  912  can be provided with a desired seating layout by the input means  916 . The cabin management system  912  then compares the desired position and the actual position of a respective row  102  of seats. If there is a difference between the desired and actual positions, the cabin management system  912  activates the drive means  906  which then rotates the worm  202  about its axis of rotation  204 . As a result, the position of the row  102  of seats is adjusted relative to the floor  108  in the longitudinal direction X. The cabin management system  912  checks the respective position of the row  102  of seats by means of the sensor  914 . If this position corresponds to the desired position, the drive means  906  stops. For this purpose, the drive means  906  can simply be connected without current, for example. Due to the self-locking of the worm  202 , the desired position of the row  102  of seats is then fixed, even under the effect of considerable flight loads. 
         [0068]    The construction of the seat retaining devices  112 , see  FIG. 1 , corresponds to that of the seat adjustment devices  110  except that the seat retaining devices  112  do not have a worm and accordingly do not have a drive means  906  either. In  FIG. 1 , the seat adjustment devices  110  and the seat retaining devices  112  could also be interchanged in the longitudinal direction X. This means that in  FIG. 1 , the seat retaining devices  112  would be arranged in front and the seat adjustment devices  110  would be arranged behind in the row  102  of seats. An arrangement of this type of the seat adjustment devices  110  and of the seat retaining devices  112  can be advantageous in that the main weight of the row  102  of seats is then loaded onto the seat adjustment devices  110 . 
         [0069]    Furthermore, it is mentioned that the cabin management system  912  preferably controls the drive means  906  of the two seat adjustment devices  110  at the same time, see  FIG. 1 , thereby avoiding a tilting action between said two seat adjustment devices  110 . 
         [0070]      FIG. 10  shows the seat rail  118  from  FIG. 1 , seen in the longitudinal direction X. 
         [0071]    The cross section  210  of the seat rail  118  is preferably composed of the head portion  212  and of the base portion  214  which are interconnected in an integral manner. The head portion  212  can, for example, adjoin the upper end of a web  1004  of the base portion  214 . The base portion  214  can have a flange  1006  at the lower end of the web  1004 . A web  1012  can adjoin the underside of the flange  1006 . The web  1012  is preferably attached to a web  1008  by an attachment site  1002 , and in turn the web  1008  is connected at its lower end to a flange  1010 . 
         [0072]    According to the present embodiment, the base portion  214  comprises the flanges  1006  and  1010  as well as the webs  1012  and  1008 , thereby substantially producing an I shape for the base portion  214  which has on the upper side a connection (web  1004 ) for the head portion. 
         [0073]    The base portion  214  is provided for attaching the seat rail  118  to the floor  108 . In the present context, “for attaching the seat rail  118  to the floor  108 ” should also include the case in which the base portion  214  is part of the floor  108 , as shown in  FIGS. 11 and 12 . 
         [0074]    The head portion  212  is preferably produced from a wear-resistant material, such as titanium, because said head portion  212  comprises the heavily stressed teeth  208 . The base portion  214  preferably comprises a light and economical material, such as aluminium. The webs  1004  and  1012  as well as the flange  1006  of the base portion  214  are preferably made of titanium and the web  1008  and the flange  1010  of the base portion  214  are preferably made of aluminium. At the attachment site  1002 , the webs  1012  and  1008  are preferably interconnected in an integral manner, in particular by laser welding, electron beam welding or friction stir welding. A weld in the region of the attachment site  1002  can be formed, for example as described in DE 10 2004 026 228 A1. 
         [0075]      FIG. 11  is a detailed, perspective view of the floor  108  from  FIG. 1 .  FIG. 12  shows a section D-D from  FIG. 11 . The seat rails  118  form longitudinal supports of the floor  108  which are connected to crossbars  1102  of the floor  108  and thus form a grid-like structure. Floor plates  1106  are arranged in the cells  1104  defined by the seat rails  118  and the crossbars  1102 . 
         [0076]    In the longitudinal direction X, the seat rail  118  is composed of a large number of segments  1108  which are each interrupted in the region of the crossbars  1102 . The segments  1108  are inversely T-shaped, as illustrated in  FIG. 10 . At their respective ends, the T-shaped segments  1108  adjoin the crossbars, for example by angles  1110 . The angles  1110  can be screwed, riveted or welded together with the crossbars  1102  and the seat rails  118 , in particular with the T-shaped segments  1108 , for example. 
         [0077]    On the other hand, a portion  1112 , which is approximately I-shaped in cross section, of the seat rail  118 , see also  FIG. 10 , extends through the crossbars  1102  in one piece. The portion  1112  comprises, for example, the flange  1006 , the web  1004  and the head portion  212 . An upper flange  1114  of the crossbar  1102 , which preferably has an I-shaped cross section, is configured to be interrupted for this purpose, thereby producing openings  1202  in the crossbar  1102 , through which the portion  1112  can extend. 
         [0078]    The flange  1006  of the seat rail  118  is preferably welded at its opposing ends to the flange  1114  of the crossbar  1102  at welding points  1204  in the transverse direction Y. Since these welding points  1204  are positioned at the top, they are easily accessible for a suitable welding device, a laser, for example. 
         [0079]      FIG. 13  shows a section E-E from  FIG. 11 . Two sealing lips  1302  are preferably provided, which overlap the top of the head portion  212 , in particular the teeth  208 , with their free ends  1304 . More preferably, the free ends  1304  of the sealing lips  1302  overlap one another, so that the teeth  208  are completely covered in the vertical direction Z. At their opposite ends  1306 , the sealing lips  1302  can be attached to the floor plates  1106  on both sides of the head portion  212 . 
         [0080]    The sealing lips  1302  thus protect the seat rail  118 , in particular the teeth  208  thereof, against grime and the like. At the same time, they allow the seat adjustment devices  110  and the seat retaining devices  112  to move along the rails  118 , because they can be resiliently pushed away by the seat adjustment device  110  and the seat retaining device  112  to uncover the teeth  208 . 
         [0081]      FIG. 14  shows a view F from  FIG. 1  and  FIG. 15  shows an enlarged view G from  FIG. 14 . 
         [0082]    Passenger terminal devices  1402  can be allocated to a respective row  102  of seats or to a respective seat  106 . The passenger terminal devices  1402  can be, for example a monitor for displaying an entertainment programme or a button for calling a flight attendant (paxcall). These passenger terminal devices  1402  are mechanically connected to the row  102  of seats so that when the position of the row  102  of seats is adjusted in the longitudinal direction X, the passenger terminal devices  1402  should be entrained. However, supplying the passenger terminal devices  1402  with data and/or with energy from a data processing system and/or an energy supply system of the aircraft  100  should also be ensured at the same time. An example of a data processing system is an in-flight entertainment system  1404 , schematically indicated in  FIG. 14 . An example of an energy supply system is an on-board network  1406  indicated in  FIG. 14 . 
         [0083]    For connection to the in-flight entertainment system  1404  and to the on-board network  1406 , the row  102  of seats has a preferably flexible arm  1408  made, for example of resilient plastics material, which is rigidly connected at one end to the row  102  of seats. The arm  1408  carries electrical lines  1502  which lead to the passenger terminal device  1402 . At its other end, the arm  1408  engages in a rail  1504 . The rail  1504  is connected to the in-flight entertainment system  1404  and to the on-board network  1406  in a manner which is not described in more detail. An electrical connection between the arm  1408  and the rail  1504  for the transfer of data and energy can be produced by appropriate sliding contacts  1506 . The arm  1408  is engaged with the rail  1504  such that it can be displaced in the longitudinal direction X. Thus, an electrical connection is maintained between the passenger terminal device  1402  and the in-flight entertainment system  1404  and the on-board network  1406  even when the row  102  of seats is repositioned by means of the seat adjustment devices  110 . 
         [0084]    The rail  1504  extends in the longitudinal direction X through the fuselage  104  and can be attached, for example to formers  1508  in the transverse direction Y next to a respective row  102  of seats. Due to the fact that the arm  1408  is flexible, it is possible to compensate for variations in the spacing between the row  102  of seats and the seat rail  1504 . 
         [0085]    Although the invention has been described above with reference to preferred embodiments, it is not restricted thereto, but can be modified in many different ways. In particular it is pointed out that the configurations and embodiments described for the seat adjustment device according to the invention can be applied analogously to the aircraft and spacecraft according to the invention. Furthermore, it should be noted that in the present context, “one” does not exclude a plurality.