Patent Publication Number: US-2005127740-A1

Title: Vehicle seating with integral passenger seat restraints

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
      This application claims the benefit of U.S. Provisional Application No. 60/529,686 filed Dec. 15, 2003, and Provisional Application No. 60/589,297, filed Jul. 20, 2004. 
    
    
     TECHNICAL FIELD AND BACKGROUND OF THE INVENTION  
      This invention relates to seating and more particularly to a tourist/coach class aircraft seating arrangement. Aircraft seating is typically divided into various classes, for example first class, business class, and coach or tourist class. For each class of seating, an individual passenger is allotted a preselected amount of space (both area and volume). First-class seats provide the most individual space, and also may include features to improve comfort, such as fully reclining sleeper functions. In contrast, the tourist/coach class is provided with a relatively small amount of space, in order to provide the most efficient transportation and lowest cost. For example, the longitudinal space or “pitch” of the seat rows may be as little as 71 cm (28 in.) However, this space limitation in combination with the seat design can create a very ineffective environment for either working (e.g.: on a lap top computer) or sleeping/stretching (lack of comfort). This lack of effectiveness can result in passenger frustration. In addition, passengers sitting in a row directly forward of another passenger can “recline” their seat into the “living space” of the passenger behind, resulting in a lack of harmony between passengers and a phenomenon known as “air rage”. The lack of passenger effectiveness and harmony between rows of passengers results in economy class travel being frequently considered as a “bad experience”. Modern aircraft are increasingly capable of longer flight segments, thus, the ability to create a more “effective” environment within economy class travel, allowing passengers to adopt multiple postures such as sleep and creating better harmony between passengers during long flights is increasingly important.  
      One of the primary factors causing angst among passengers is the act of reclining a seat into the living space of another passenger. Another is the natural competition for armrest space resulting from shared armrests. To alleviate the anger generated within a cabin due to the competition for living space, inventors have conceptualized items that modify FAA certified seating to restrict or eliminate the recline of the seat directly in front of them. Passengers also use violence and intimidation, to regain their living space at the expense of the passenger sitting directly in front of them.  
      To alleviate discomfort, it is advantageous for a passenger to sit or lie in various positions during a flight. Overall, with longer flight segments, passengers find it necessary to adopt an increasing number of postures and undertake an increasing number of activities. Such activities include but are not limited to, sitting upright, reclining, watching a movie, working on a lap top computer, stretching or slouching, sleeping, and “perching”. Unfortunately, conventional coach class seats do not readily accommodate positions other than simple sitting in the upright or reclined positions, and the amount of recline is limited by the above-mentioned seat pitch.  
      Accordingly, it is an object of the invention to provide a passenger seating arrangement in which each passenger&#39;s living space is fixed regardless of the position of any of the seats.  
      It is another object of the invention to provide a passenger seating arrangement in which a fixed living space is provided even with a very small pitch between seats.  
      It is another object of the invention to provide a passenger seat which enables a passenger to recline without raising or lowering his or her center of gravity.  
      An additional consideration in the provision of a coach class seat is the means of restraining the passenger in the seat, particularly during in-flight turbulence, landing and during emergencies. Conventional aircraft seats provide a single “lap strap” seat belt that fits low across the hips. When properly fastened, the belt retains the hips and waist regions of the passenger&#39;s body in the seat, allowing the legs and upper torso to scissor forward. Conventional aircraft seats have seat backs with a built-in degree of forward pivot. This forward pivot is sometimes called “breakover”, and relies on a breakover assembly built into the seat back. The breakover assembly is intended to normally prevent the seat back from pivoting forward past an upright position towards the seat bottom, while allowing this movement if struck with a sufficiently hard forwardly-directed force, such as might occur if hit from the rear by an occupant seated directly behind the seat. The purpose of the breakover assembly is to reduce or prevent injury to an occupant thrown against the rear of the seat back by allowing the seat back to move forwardly in a controlled manner.  
      This is effected by various means, for example by using sheet metal structure or a bent steel wire to resist impact up to a certain predetermined load, and then absorb the energy by moving the bend rearwardly, and giving off excess energy in the form of heat. Such a device is disclosed in applicant&#39;s U.S. Pat. Nos. 6,749,266 and 6,478,256.  
      However, coach class seats with a rigid seat back do not provide a similar means of absorbing impact from an aft-seated passenger. Some provision must therefore be made to accommodate the aft-seated passenger during flight and provide adequate protection against being thrown forward against the forward seat back during a survivable in-flight incident. The provision of a rigid seat back provides the solution, by serving as an attachment point for both a seat belt and a shoulder harness.  
     BRIEF SUMMARY OF THE INVENTION  
      These and other objects are met by the present invention, which in one embodiment provides a passenger seating arrangement for a vehicle, comprising a seat frame for being mounted to a floor of the vehicle, a rigid backshell attached to the seat frame, and a seat back inserted into the backshell. A seat bottom is carried by the backshell, and a combination seat belt and shoulder strap is attached to the backshell for extending respectively around the passenger&#39;s hips and diagonally across the passenger&#39;s upper torso to secure the passenger in the seat.  
      According to one preferred embodiment of the invention, each of the backshells is fixed against fore and aft movement.  
      According to another preferred embodiment of the invention, the shoulder strap includes an inertia reel mounted adjacent one side edge of the backshell.  
      According to yet another preferred embodiment of the invention, a free end of the shoulder strap is attached to a buckle of the seat belt.  
      According to yet another preferred embodiment of the invention, the seat back and seat bottom of each of the seats are selectively movable in a coordinated manner between an upright seating position and a reclined seating position. A center of gravity of a passenger seated in the seat remains at a substantially constant height above a floor of the vehicle when the seat is moved between the upright position and the reclined seating position.  
      According to yet another preferred embodiment of the invention, comprises a headrest mounted to the backshell at a position above the seat back.  
      According to yet another preferred embodiment of the invention, the seat back is a compound-curved member having a plurality of spaced-apart lateral elements.  
      According to yet another preferred embodiment of the invention, a passenger seating arrangement for a vehicle is provided, comprising a plurality of seats, each having a fixed, upwardly-extending backshell having a rearwardly-inclined surface and a seat bottom which is selectively translatable fore and aft relative to the backshell. A seat back is provided having a lower end pivotally attached to the seat bottom and an upper end which slidably engages the backshell, the seat back and seat bottom being selectively movable in a coordinated manner from an upright seating position to a reclined seating position in which, relative to the upright seating position. The seat bottom and the seat back are disposed in a forward-translated position and the seat back is disposed in a tilted-backwards position. The seats are positioned within the vehicle separated by a selected pitch in a fore-and-aft direction, such that each passenger is allotted a preselected volume of living space defined between the backshell of the passenger&#39;s seat and the backshell of the seat immediately forward of the passenger&#39;s seat. A combination seat belt and shoulder strap attached to the backshell for extending respectively around the passenger&#39;s hips and diagonally across the passenger&#39;s upper torso to secure the passenger in the seat, wherein the living space of each passenger remains fixed regardless of the seating position of any of the seats.  
      According to yet another preferred embodiment of the invention, the seat back is enabled to enter the reclined position by the interaction of the upper end of the seat back with the inclined surface.  
      According to yet another preferred embodiment of the invention, the passenger seats further include a headrest mounted to the backshell at a position above the seat back.  
      According to yet another preferred embodiment of the invention, each of the seat backs is a compound-curved member having a plurality of spaced-apart lateral elements.  
      According to yet another preferred embodiment of the invention, a passenger seat for a vehicle is provided, and comprises a frame for being attached to a floor of the vehicle, and a fixed backshell mounted to the frame. A movable seat back is inserted into the backshell. A combination seat belt and shoulder strap is attached to the backshell for extending respectively around the passenger&#39;s hips and diagonally across the passenger&#39;s upper torso to secure the passenger in the seat. A movable seat bottom is attached to the backshell, and the seat back and seat bottom are selectively movable in a coordinated manner between an upright seating position and a reclined seating position, wherein a center of gravity of a passenger seated in the seat remains at a substantially constant height above the floor when the seat is moved between the upright position and the reclined seating position. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
      Some of the objects of the invention have been set forth above. Other objects and advantages of the invention will appear as the invention proceeds when taken in conjunction with the following drawings, in which:  
       FIG. 1A  is a perspective view of a passenger seat set constructed in accordance wit the present invention, disposed in an upright sitting position;  
       FIG. 1B  is a perspective view of the passenger seat set of  FIG. 1 , with one of seats disposed in a reclined position;  
       FIG. 1C  is a perspective view of the passenger seat set of  FIG. 1 , with one of seats disposed in a “slouching” position;  
       FIG. 1D  is a perspective view of the passenger seat set of  FIG. 1 , with one of seats disposed in a “side sleep” position;  
       FIG. 1E  is a perspective view of the passenger seat set of  FIG. 1 , with one of seats disposed in a “perch” position;  
       FIG. 2  is rear perspective view of the passenger seat set of  FIG. 1 ;  
       FIG. 3  is a schematic side view of two adjacent seat rows;  
       FIG. 4  is a perspective view of a seat frame and attached backshells;  
       FIG. 5  is a perspective view of a seat back and perimeter frame;  
       FIG. 6  is front view of a partially disassembled seat, showing the internal construction thereof;  
       FIG. 7  is front view of a seat bottom having a pivoted support wing;  
       FIG. 8  is a side view of the upper portion of a seat back;  
       FIG. 9  is a perspective view of a headrest;  
       FIG. 10  is another perspective view of a headrest;  
       FIG. 11  is a perspective view of a seat; and  
       FIG. 12  is a perspective view of a seat incorporating a shoulder harness attached thereto.  
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT AND BEST MODE  
      Referring now specifically to the drawings, a passenger seat set including seats according to the present invention is illustrated in  FIG. 1  and shown generally at reference numeral  10 . In the illustrated example, the seat set  10  includes three seats  12   a,    12   b,  and  12   c,  which are supported by rigid backshells  14   a,    14   b,  and  14   c,  respectively, each of which includes a stationary video screen  13  and a folding tray table  15 . In contrast to prior art seats, the backshells  14   a,    14   b,  and  14   c  are contoured with sculpted clearance areas  16  and  17  to provide room for the knees of an aft-seated passenger. The seats  12  could alternatively be arranged as single units or in side-by-side units of any number of adjacent seats. The backshells  14   a,    14   b,  and  14   c  are attached to and supported by a cantilevered transverse main beam  18 . The main beam  18  is depicted here as an “I” section member, but the shape is not critical and may be varied. For example, a hollow cross-section (not shown) may be used. The main beam  18  is attached to leg units  20  and  22  that are in turn mounted to the floor of the vehicle. Each leg unit  20  and  22  includes a longitudinal bottom member  24 , a vertical upright member  26 , and a longitudinal top member  28 , which may all be part of a single unitary component. The leg units  20  and  22  are tied together by a transverse front beam  30 , which may be a hollow box-section member suitable for containing electronics or other seat-related equipment (not shown). The main beam  18  and the leg units  20  and  22  cooperatively define a seat frame.  
      The seats  12   a,    12   b,  and  12   c  are substantially identical to each other, accordingly any part of the following description specifically referring to one of the seats  12   a,    12   b,  or  12   c,  or to the components thereof, may be taken to apply to the other seats as well. The seat  12   a  includes a seat bottom  32   a,  a seat back  34   a,  and a headrest  36   a.  Armrests  38  and  40  are positioned on opposite sides of the seat  12   a.  One or more of the armrests  38  and  40  may be shared with the adjacent seat  12   b  in the seat set  10 . The armrests  38  and  40  are moved forward from the backshell  14   a  so that no gap is required between adjacent backshells  14 . This helps create the space needed to accommodate the living-space protected postures described below. The seat bottom  32   a  includes a central portion  42   a  and at least one support wing  44   a.  In the illustrated example, a pair of support wings  44   a  and  44   a ′ are pivotally attached to the central portion  42   a  at angled hinge lines.  
      The seat  12   a  allows a passenger seated therein to reconfigure the seat  12   a  to achieve a number of different sitting postures while ensuring that the living space of the individual passengers are mutually protected from each other. In each of these configurations, no part of the seat  12   a  extends beyond the backshell  14   a  or the backshell of the seat which is positioned directly in front of the seat  12   a.  In contrast to prior art seats, these protected living space postures are possible even though the seat rows are mounted with a very small longitudinal spacing or pitch, denoted “P”. The pitch P is set according to the wishes of the individual aircraft operator. In the illustrated example, the pitch P will be in the accepted range for “coach class” seats which have not heretofore had the capability of providing multiple postures with fixed living space. This range for the pitch “P” is about 79 cm (31 in.) to about 92 cm (36 in.), and more typically about 81 cm (32 in.) to about 86 cm (34 in.) The seats  12  may also be spaced at an even smaller pitch by limiting their motion somewhat, for example about 71 cm (28 in.) For comparison, it is noted that the accepted pitch between prior art business-class seats is substantially larger, for example about 140 cm (55 in.) or greater. The seat  12   a  may be reconfigured by various means. For example, the moving components of the seat  12   a  may be connected to actuators which operate in response to commands from individual switches or a control unit. Alternatively, individual manual controls may be provided for the various seat components.  
       FIG. 1A  shows the seat  12   a  configured for a regular sitting posture. In this configuration, the seat bottom  32   a  is at its most rearward location, the seat back  34   a  is at its most upright position against the backshell  14   a,  and the headrest  36   a  is at its highest position. The passenger is comfortably supported in the regular sitting posture by the cushioning of the headrest  36   a  and the seat bottom  32   a,  and the flexing action of the seat back  34   a,  described in more detail below. The seat bottom  32   a  may be equipped with a “waterfall” feature, described in more detail below, which allows the effective front-to-rear length of the seat bottom  32   a  to be selectively reduced for increased passenger comfort. Because the backshell  14   a  of the passenger&#39;s seat  12   a  and those of all the surrounding seats are rigid and do not move, the passenger&#39;s individual allotted space is protected from intrusion of the other passengers.  FIG. 1B  shows the seat  12   a  configured for a “reclined” posture. The seat bottom  32   a  is translated forward relative to the backshell  14   a.  The clearance areas  16  and  17  of the backshell  14   a  and the forward-positioned armrests of the seat positioned ahead of seat  12   a  accommodate the passenger&#39;s knees and thus allow the passenger in the seat  12   a  to move farther forward than would otherwise be possible.  
      The bottom end of the seat back  34   a  is pulled forward along with the seat bottom  32   a,  and the upper end of the seat back  34   a  moves down the surface of the backshell  14   a,  in a manner discussed in more detail below. The seat back  34   a  thus moves forward while tilting backwards into a reclined position. The head rest  36   a  may also be lowered, either manually or automatically in unison with the motion of the seat back  34   a,  so that the head rest  36   a  maintains a constant relative height compared to the upper end of the seat back  34   a.  Throughout the recline motion, the seat back  34   a  is restrained by the backshell  14   a  and does not move aft, thus it does not intrude into the space of a passenger seated behind seat  12   a.    
      This recline position is achieved with the need to lower the passenger&#39;s center of gravity. Thus, no special equipment is needed to lift the passenger, unlike prior art designs which lower the passenger&#39;s center of gravity, and thus have to generate a “return” force sufficient to lift the weight of the heaviest anticipated passenger, in order to return to the upright position.  
       FIG. 1C  shows the seat  12   a  configured for a “slouch” or “slump” posture. The seat bottom  32   a  is translated yet further forward relative to the backshell  14   a  as compared to the “reclined” position. The bottom end of the seat back  34   a  is pulled farther forward along with the seat bottom  32   a,  and the upper end of the seat back  34   a  moves further down the surface of the backshell  14   a.  The front edge of the seat bottom  32   a  is lowered. This configuration allows the passenger to stretch out his or her body and legs, and makes it easier for the passenger to place his or her feet beneath the seat bottom of the seat mounted forward of the seat  12   a. I.  FIG. 1D  shows the seat  12   a  configured for a “side sleep” or “fetal” posture. In this configuration, the seat bottom  32   a  is translated forward and its front edge is lowered, and the seat back  34   a  is pivoted back as for the “slouch” posture. The seat back  34   a  is rotated about a line essentially parallel to the passenger&#39;s spine, thus creating a shoulder niche “N”. One of the support wings  44   a  of the seat bottom  32   a  is pivoted upward along the hinge line  46 , depending on the direction the passenger wishes to turn. The head rest  36   b  about a generally longitudinal axis, causing the side of the headrest  36   a  towards the direction of the passenger&#39;s roll to be lowered towards the shoulder niche N. This position allows the passenger to stretch out vertically, creates a suitable shoulder resting area and headrest, supports the passenger&#39;s hips in the rotated position, and prevents the passenger from slipping down off of the seat  12   a.  The passenger may thus remain in the sleeping position without requiring any muscular activity. It is noted that the support wings  44  need not be hinged. Any structure with allows a portion of the seat bottom  32   a  to effectively lift upward to support the passenger&#39;s in a rotated position may be used. For example, the hinged support wings  44   a  may be replaced with cushions which can be selectively inflated to create an effectively raised support wing.  
       FIG. 1E  shows the seat  12   a  configured for a “perching” posture as follows. The seat bottom  12   a  is translated backwards and rotated upwards into a raised position. In the raised position the back edge of the seat bottom  32   a  provides a surface for the passenger to prop against, much the same as sitting on a raised stool. As well as providing an alternative posture, the perch position may be used to facilitate ingress or egress between seat rows by substantially reducing the effective front-to-back length of the seat bottom  32   a.    
       FIGS. 4-11  illustrate an example of how the internal construction of the seat  12   a  may be arranged. Referring to  FIG. 11 , The seat  12   a  includes a rigid bottom perimeter frame  48  which is connected to the rigid backshell  14   a  so that it can translate forwards and backwards with respect thereto, for example using slide rail assembly  50 . The bottom perimeter frame  48  is covered by a flexible seat pan  52  (removed for clarity in  FIG. 11 ) and a padded bottom cushion (not shown). The bottom perimeter frame  48  is attached to the main beam  18  so that its front end can be selectively raised and lowered to positions above or below horizontal, for example it may be allowed to rock on spaced apart bottom frame pivots  54  and  56 .  
      Referring to  FIG. 6 , the seat pan  52  includes a pair of angled hinge lines  58  defining a pair of flaps  60  and  60 ′ that form portions of the support wings  44   a  and  44   a ′. Each of the flaps  60  and  60 ′ overlies a left or right support lever  62  or  64 , respectively. The support levers  62  and  64  can be individually pivoted to either a lowered position or a raised position (see  FIG. 7 ), and there are provisions for maintaining the support levers  62  and  64  in the selected position. In the raised position, the selected flap  60  or  60 ′ is pivoted upward to support the passenger&#39;s hip and thigh as described above. The seat bottom  32   a  may also incorporate a front “waterfall” feature. Specifically, a portion of the front edge of the bottom perimeter frame  48  may be constructed so that it can be selectively folded downwards, thus allowing the seat pan  52  to curl downwards under the passenger&#39;s weight and reduce the effective front-to-back length of the seat bottom. In the illustrated example, a hinged lateral support bar  66  (see  FIG. 11 ) is disposed between the support levers  62  and  64  and the front edge of the seat pan  52 . Both support levers  62  and  64  may be pivoted downwards simultaneously along with the support bar  66 .II. A rigid back perimeter frame  68  (see  FIG. 5 ) is connected to the bottom perimeter frame  48  at back pivots  70  and  70 ′. The upper end of the back perimeter frame  68  includes rollers  72  or other suitable structure which bear against the backshell  14   a  and allow the back perimeter frame  68  to slide up and down with respect thereto. The reclining motion of the seat back  34   a  is governed by the interaction of the rollers  72  with the backshell  14   a  as the bottom end of the seat back  34   a  is pulled forwards or backwards relative to the backshell  14   a  by the seat bottom  32   a  The amount of recline (i.e. change in seat back tilt angle) for a given amount of motion of the seat bottom  32   a  may be thus be selected by appropriate contouring of the surface of the backshell  14   a.    
      A backrest  74  is attached to the back perimeter frame  68 . The backrest  74  is a compound-curved member having a plurality of spaced-apart lateral elements  76 . The entire backrest  74  is constructed of an appropriate resilient material such as plastic or synthetic rubber. The lateral elements  76  of the backrest  74  can flex individually to separate positions when a passenger sits in the seat  12   a.  This provides a relatively constant support to the passenger§s spine while allowing for variance in the exact seating position. The backrest  74  may be enclosed by a dress cover  78  as shown in  FIG. 5 .  
      Referring to  FIGS. 6, 9  and  10 , the headrest  36   a  is attached to the backshell  14   a  above the seat back  34   a.  The headrest  36   a  comprises a center portion  82  and two forward-angled side portions  84  and  84 ′. The entire headrest  36   a  is mounted so that is can rotate about a generally longitudinal axis. It may also be arranged to translate vertically. For example, as shown in  FIG. 8 , a bar  86  may link the headrest  36   a  to the seat back  34   a.  A side pad  88  is mounted on each of the side portions  84  and  84   a  of the headrest  36   a.  Each side pad  88  is tapered in thickness and is centrally mounted so that it can both rotate about its center and move laterally relative to the side portion  84  or  84 ′. Rotation of the tapered side pad  88  has the effect of changing the angle at which it meets the passenger&#39;s head, even though the side portion  84  or  84 ′ is not pivoted, and lateral motion of the side pad  88  changes the effective width of the head rest  36   a,  as shown in  FIGS. 9 and 10 .  
       FIG. 12  illustrates a seat  12   a ′ which incorporates a shoulder harness  90 . The shoulder harness  90  may be connected to a lap belt  92  with a buckle  94  with the shoulder harness  90 . The shoulder harness  90  restrains the passenger in his or her own seat  12   a  during a crash, unlike prior art designs in which the seat forward of the passenger&#39;s seat  12   a  is expected to dissipate the impact of the passenger. Thus, the headpath trajectory of a passenger seated in the seat  12   a  and the passenger&#39;s velocity during a crash is reduced. This enhances the safety of the passenger because there no impact into the seat forward of the passenger. This also allows the front row seat in each zone of an aircraft cabin to be placed closer to the forward bulkhead. This results in increased space in the cabin which can be used to provide addition seat rows or provide addition space (i.e. increased seat pitch) for some or all of the passengers.  
      The seating arrangement described above has multiple advantages over prior art seating arrangements. By virtue of the fixed backshell  14  with no conventional “aft recline”, the last row in each of an aircraft cabin can be placed closer to the rear bulkhead of the zone, increasing the available room in the aircraft cabin.  
      It should be noted that the fixed living space described herein can be achieved in a number of alternate ways. For example, the backshells  14  may be configured to move, so long at it does not move aft. Alternatively, a backshell may be provided that is fixed for only part of its length, i.e. the upper portion of the backshell  14  may be allowed to recline while the lower part remains fixed.  
      The foregoing has described a seating arrangement having a features which allow a passenger to assume multiple postures within limited space constraints. These seat features may be combined with each other as desired to produce a seat having multiple comfort features. While specific embodiments of the present invention have been described, it will be apparent to those skilled in the art that various modifications thereto can be made without departing from the spirit and scope of the invention. Accordingly, the foregoing description of the preferred embodiment of the invention and the best mode for practicing the invention are provided for the purpose of illustration only and not for the purpose of limitation.