Patent Publication Number: US-2021163140-A1

Title: Double-door module for aircraft seats

Description:
The present invention relates to a double-door module for aircraft seats. 
     The aircraft seats of the ‘Business Class’ type offer passengers different positions of comfort, from the ‘sitting’ position up to a ‘lying’ position, in which the seat defines a substantially horizontal sleeping surface for a passenger. 
     Intermediate positions of comfort are also available, such as the ‘relax’ position, in which the backrest is strongly inclined. Typically, these positions are obtained by the inclination of the backrest, pivoting about a horizontal axis. The passenger can then remain in the seat during transitions between the different positions. The bed is usually formed by the backrest, the seat, a leg rest and a foot rest, theses rests being fixed or connected to the kinematics of the seat. 
     Document WO2015/155687 discloses a seat unit comprising two seats facing one another. Each seat may be arranged such that it is substantially laterally aligned with the other seat. A central console positioned between the seats has a transverse partition wall. In addition, the central console comprises two feet zones open in two opposite directions relative one to another. Each foot zone is respectively associated with a corresponding seat facing the foot zone opening. 
     Such an arrangement allows direct access to an aisle for all passengers. Therefore, when walking in an aisle laterally located relative to the seat, a passenger or the flight staff is likely to be in direct visual contact with a passenger in a seat. Such a situation creates a lack of privacy, so that the seated passenger can feel a lack of comfort. 
     The invention aims at effectively overcoming this disadvantage by proposing a double-door module for aircraft seats characterized in that it comprises: 
     a first door movable in translation between a stored position and a deployed position, 
     a second door movable in translation between a stored position and a deployed position, 
     the first and second door being superposed when the first door and the second door are in the stored position, and 
     a control system comprising a device for locking and unlocking the first door and/or the second door. 
     Thus, by using two doors integrated into the module, the invention enables to define an enclosed interior space around each seat of the unity of seats, so that the passenger can feel a sense of privacy as he or she cannot be seen by other passengers and/or the staff walking in the aisle. In addition, the invention enables to make a compact double-door module, which has a high operational reliability and which is easy to handle. The locking system enables to secure the use of the module, preventing it from being closed during the stop, taking-off, and landing of the plane, as well as in phases of emergency. The locking system also enables to maintain the doors open during an evacuation operation: the passenger or staff can slide the door until the door is blocked by the locking system, and even when the supply of actuators is severed. 
     According to an embodiment, said double-door module further comprises a control device for the displacement of the first door and/or second door from one position to another. 
     According to one embodiment, a casing containing the control system is distinct from a housing containing the first door and the second door. 
     According to one embodiment, the casing of the control system is arranged in the lower part of the double-door module. 
     According to one embodiment, the housing containing the first door and the second door has a thickness between 5 and 10 cm and of approximately 7.5 cm. 
     According to one embodiment, the locking and unlocking device comprises, for each door, at least one electromagnetic actuator, which is movable between an inactive position, in which the electromagnetic actuator is engaged in a locking recess in the door so as to block the translation of said door into the stored position, and an active position, in which the electromagnetic actuator is disengaged from the locking recess so as to enable the door to move. 
     According to one embodiment, the electromagnetic actuator is of the type normally in the inactive position to enable to lock the door in the stored position when the electromagnetic actuator is not powered. 
     According to one embodiment, the module comprises an elastic return member for the electromagnetic actuator in the inactive position. 
     According to one embodiment, the locking and unlocking device comprises, for each door, a first electromagnetic actuator intended to be controlled by a passenger and a second electromagnetic actuator intended to be controlled by a member of the staff. 
     According to one embodiment, a first locking recess and a second locking recess respectively associated with the first electromagnetic actuator and the second electromagnetic actuator have different geometries. 
     According to one embodiment, said double-door module comprises an actuating button for a displacement of a corresponding door. 
     According to one embodiment, the displacement control device includes at least one deployment actuator and one movement transmission device for moving the deployment actuator towards a corresponding door. 
     According to one embodiment, the deployment actuator is a gas cylinder. 
     According to one embodiment, the movement transmission device is a belt and pulley device. 
     In one embodiment, the control system includes visual status indicators for the system. 
     According to one embodiment, a casing of the control system is incorporated into a step. 
     The invention also relates to a seating unit characterized in that it comprises a double-door module as defined above. 
     According to one embodiment, the seat unit comprises two seats facing one another, each seat being arranged such that it is substantially laterally aligned with the other seat, and a center console is positioned between the seats, said double-door module being disposed along one side of the central console. 
    
    
     
       The present invention will be better understood and further characteristics and advantages will become apparent upon reading the following detailed description comprising embodiments, given by way of illustration, with reference to the accompanying figures, given by way of not limiting examples, that can be used to supplement an understanding of the present invention and the presentation of its implementation and, if necessary, contributing to its definition, in which: 
         FIG. 1  is a perspective view of a seating unit according to the present invention; 
         FIGS. 2 a  and 2 b    are perspective views of a double-door module according to the invention with doors in the stowed position and deployed position, respectively; 
         FIG. 3  is a perspective view of a double-door module of the present invention; 
         FIG. 4  is a side view of a double-door module according to the present invention; 
         FIG. 5  is a front view of the double-door module according to the invention without the cover of the control system; 
         FIG. 6  is a front view of the double-door module according to the invention without the cover of the control system; 
         FIG. 7  is a bottom view of the double-door module according to the invention showing the locking recesses for the electromagnetic actuators associated with one of the doors of said module. 
     
    
    
     It should be noted that, in the figures, the structural and/or functional elements common to the different embodiments may have the same references. Thus, unless otherwise stated, such elements have identical structural, dimensional and material properties. 
       FIG. 1  shows a seat unit  10  comprising two seats  11 , in which the seats  11  face one another. Advantageously, a seat  11  is adapted to switch between a ‘sitting’ position, corresponding to the position used in particular during the stop, take-off, and landing phases of the aircraft, and a ‘lying’ position, in which the seat  11  defines a substantially horizontal ‘lying’ surface for the passenger. In particular, the ‘seating’ position and the ‘lying’ position constitute configurations of the seat  11  in two extreme positions. According to variant embodiments, the seat can also take intermediate positions, called relax positions, between these two extreme positions. 
     Each seat  11  can be arranged such that it is substantially laterally aligned with the other seat  11  relative to a longitudinal axis Y of the seat unit  10 . 
     A center console  12  positioned between the seats  11  comprises a transverse partition wall  14 . The partition wall preferably includes a space for mounting displays, electronic devices, storage compartments. 
     In addition, the center console  12  comprises two foot zone  15  open in two opposite directions relative to one another. Each foot area is respectively associated with a corresponding seat  11  facing the opening of the foot zone  15 . 
     A foot zone  15  is located in the extension of the corresponding seat  11  when the latter is in the lying position. The foot zones  15  are superposed at least partially along the longitudinal axis Y. 
     The foot zones  15  are each delimited by a bottom  16 , the bottoms  16  being interconnected by a common wall  17 . The common wall  17  is advantageously inclined with respect to the longitudinal axis Y. 
     In addition, each of the foot zones  15  also have a flat upper wall  18 , on which the passenger of the opposite seat  11  may in particular place objects. The upper wall  18  may thus be used as a table, working surface, dining table, cocktail table or any other suitable surface for a passenger seated in the opposite seat  11  (that is to say the seat  11  which has no access to the opening of the foot zone  15 ). In other words, a portion of the foot zone  15  extends into the space occupied by a passenger seated in the opposite seat  11 . 
     In order to close the passage  20  of each seat  11  to an aircraft aisle, the seat unit  10  comprises a double-door module  23  at one side of the center console  12 . 
     This module  23  comprises a first door  24 . 1  and a second door  24 . 2 . Each door  24 . 1 ,  24 . 2  is movable in translation between a stored position, in which the door is  24 . 1 ,  24 . 2  disposed inside a housing  25 , as shown in  FIG. 2 a   , and an extended position, in which the door  24 . 1 ,  24 . 2  closes a corresponding passage  20 , as shown in  FIG. 2   b.    
     The first and second door  24 . 1   24 . 2  are superposed, in particular inside the housing  25 , when the doors  24 . 1  and  24 . 2  are simultaneously in the stored position. Advantageously, the two doors  24 . 1 ,  24 . 2  are superposed along the majority of their surfaces in the stored position, or even over all of their surfaces. Under ‘the majority of their surfaces’ it is meant a superposition of the doors  24 . 1 ,  24 . 2  along at least 50% of their surfaces, preferably along at least 80% of their surfaces. Furthermore, in the zone where the doors  24 . 1 ,  24 . 2  are superposed, a straight line perpendicular to a surface of one of the doors  24 . 1 ,  24 . 2  intersects the other door  24 . 1 ,  24 . 2 . 
     The passage from the stored position to the deployed position of the first door  24 . 1  is effected in a first direction D 1  opposite to a second direction D 2  along which the second door  24 . 2  moves from the stored position to a deployed position. The movements of the doors  24 . 1 ,  24 . 2  are independent from one another. 
     In addition, as can be seen in  FIGS. 5 and 6 , the door module comprises a control system  27  comprising a device  28  for locking and unlocking the first door  24 . 1  and/or the second door  24 . 2 , as well as a control device  29  for moving the first door  24 . 1 ,  24 . 2  and/or the second door  24 . 1 ,  24 . 2  from one position to another. 
     The casing  31  containing the control system  27  is distinct from the housing  25  containing the doors  24 . 1  and  24 . 2 , that is to say that the casing  31  contains only all the components of the control system  27 , so that the housing  25  does not contain any component of this control system  27 . This makes it possible to produce a compact module  23  which has, at the housing  25 , a thickness E between 5 and 10 cm and equal to approximately 7.5 cm, as shown in  FIG. 4 . Under ‘approximately’ it is meant a variation of more or less 10% around this value. 
     In the example shown, the casing  31  of the control system  27  is arranged in the lower part of the module  23 . The casing  31  could alternatively be disposed in the upper part of the module  23 . 
     Preferably, the locking and unlocking device  28  comprises, for each door  24 . 1 ,  24 . 2 , at least one electromagnetic actuator  33 . 1 ,  33 . 2 , visible in  FIG. 6 , intended to cooperate with a corresponding locking recess  34 . 1 ,  34 . 2  in the door  24 . 1 ,  24 . 2  and visible in  FIG. 7 . The locking recess  34 . 1 ,  34 . 2  is provided in the lower edge of the door. 
     The actuator  33 . 1 ,  33 . 2  is movable between an inactive position, in which the actuator  33 . 1 ,  33 . 2  is engaged in the locking recess  34 . 1 ,  34 . 2  for locking the translation of the door  24 . 1 ,  24 . 2  by the action of an elastic return member  36 , and an active position, in which the actuator  33 . 1 ,  33 . 2  is disengaged from the corresponding locking recess  34 . 1 ,  34 . 2  to enable the door  24 . 1 ,  24 . 2  to move. 
     Advantageously, there is provided, for each door  24 . 1 ,  24 . 2 , a first electromagnetic actuator  33 . 1  intended to be controlled by a passenger and a second electromagnetic actuator  33 . 2  intended to be controlled by a member of the staff. Locking recesses  34 . 1 ,  34 . 2 , respectively associated with the first actuator  33 . 1  and the second actuator  33 . 2  of a door, are visible in  FIG. 7 . The actuators  33 . 1 ,  33 . 2  and locking recesses  34 . 1 ,  34 . 2  are arranged so that the corresponding door  24 . 1 ,  24 . 2  can be blocked in the stored position. 
     For security reasons, an electromagnetic actuator  33 . 1 ,  33 . 2  is of the type normally in the inactive position, that is to say it is in an inactive position when a current does not circulate therethrough. When the actuator  33 . 1 ,  33 . 2  is supplied with a current, it moves towards its active position. An elastic return member  36 , such that a spring, enables the actuator  33 . 1 ,  33 . 2  to be easily returned from the active position to the inactive position and maintained in this position. 
     In order to enable a door to be simultaneously locked by both actuators  33 . 1 ,  33 . 2 , the locking recesses  34 . 1 ,  34 . 2  have different geometries, preventing the electromagnet cooperating with the second locking recess  34 . 2  from being engaged in the first locking recess  34 . 1 . Thus, both recesses  34 . 1 ,  34 . 2  and the corresponding actuator rods  33 . 1 ,  33 . 2  will have for example different sizes and/or shapes. 
     Moreover, as can be seen in  FIG. 6 , the movement control device  29  comprises at least one deployment actuator  38 . 1 ,  38 . 2  and a transmission device  40  for the movement of the actuator  38 . 1 ,  38 . 2  to a corresponding door  24 . 1 ,  24 . 2 . 
     Advantageously, the deployment actuator  38 . 1 ,  38 . 2  is a gas cylinder and the movement transmission device  40  is a belt and pulley device. Alternatively, the deployment actuator  38 . 1 ,  38 . 2  is an electric motor or a hydraulic cylinder. As a variant, the movement transmission device  40  is geared. 
     The displacement of a door  24 . 1 ,  24 . 2  may be controlled by a corresponding actuating button  41  inside the seat module  11 . 
     Sensors  42 , in particular position and/or strain sensors, are provided for transmitting information enabling a control unit  43  to manage the movement of the doors  24 . 1 ,  24 . 2  according to an actuating or locking demand for the door from the passenger or the member of the staff. 
     The control system  27  may also comprise at least one visual status indicator  44  for the system, visible in  FIG. 3 . The visual indicator  44  may be for example of the luminous or mechanical type with a window and colored zones, for example, green and red zones on the door. 
     The casing  31  of the control system  27  may include a step  45  to allow the stewards or stewardesses to easily access to the luggage compartment. 
     Moreover, the seat units  10  allow the passengers to evacuate the seat, providing a clearance of the aisles in the aircraft. 
     The invention can also be implemented with seats in other means of transport, such as bus, train, or boat seats. 
     Of course, the different characteristics, variants and/or embodiments of the present invention can be associated with each other in various combinations insofar as they are not incompatible or mutually exclusive. 
     Of course, the invention is not limited to the above-described embodiments, provided only as an example. It encompasses various modifications, alternative forms and other variants that can be considered by the skilled person within the framework of the present invention, including any combination of the various above-described modes of operation, which may be taken separately or in combination.