Abstract:
A novel orientation for a plurality of transport seats within a vehicle, generally consisting of a first seat facing in a first direction, and a second seat facing an opposing direction such that the lateral width of the combined seats is substantially less than in prior art examples. Specific seats and reclining orientations are also disclosed including seats having a unitary structure. A visual barrier is also disclosed, substantially disposed between the first and the second seat to provide a visual barrier between a user in a first seat and a user in a second seat.

Description:
RELATED APPLICATIONS 
     This application is a national stage under 35 U.S.C. 371 of International Application No. PCT/GB2006/002360 filed Jun. 27, 2006 which claims priority to and the benefit of United Kingdom patent application number 0513307.9 filed Jul. 1, 2005, United Kingdom patent application number 0603136.3 filed Feb. 16, 2006, U.S. patent application No. 60/702,054 filed Jul. 22, 2005 and U.S. patent application No. 60/744,440 filed Feb. 17, 2006. 
    
    
     BACKGROUND OF THE DISCLOSURE 
     The present disclosure relates to transport seating. 
     SUMMARY OF THE DISCLOSURE 
     Seating in a transport vehicle is a compromise between space which is equivalent to comfort for the passenger, and accommodation of the maximum number of passengers in the interest of economy for the transport organization 
     Conventionally, seats are arranged in rows. In a row, the tightest lateral pitch of the seats is dictated by passenger shoulder width. This is because passengers sit shoulder to shoulder. In practice, this dictates that the minimum lateral pitch in one form is of the order of 22 inches. 
     The object of this disclosure has its basis in the realization that if passengers are seated facing alternate directions, with their torsos and shoulders longitudinally spaced from each other in rows, then their comparatively wide shoulders are adjacent their neighbors&#39; comparatively narrow legs. This enables their lateral pitch in the row to be reduced. 
     One object of the disclosure is to provide improved seating on this basis. 
     According to one embodiment of the disclosure, there is provided a row of transport seats, each seat having a seat cushion and a seat back, the row having:
         at least one seat facing in one direction and   at least one adjacent seat facing in the other direction,       

     In one embodiment, the seat cushions are at least partially interdigitated and define a row axis at the median axis of their interdigitated parts and the seat backs, at least when not reclined, are arranged on two lines spaced from the row axis. 
     Again, in one embodiment, the alternately facing seats are arranged at a pitch along the row axis less than conventional shoulder width, whereby the shoulders of a passenger in one of the seats facing one direction extend over the leg space of the passenger(s) in the oppositely facing adjacent seat(s). 
     Conventional shoulder width for these purposes is defined as 22 inches or 560 mm. 
     Whilst it is disclosed that the seats may be of equal width, the one with another, and that the row axis may be straight, as explained below in respect of a variant of the first embodiment the row axis can be curved and end ones of the seats can be narrower than the other seat(s) in the row. Such arrangement takes advantage of end passengers&#39; ability to lean sideways in their seats away from the middle of the row. 
     In one embodiment, each seat has arm rests and alternately facing seats are arranged at such pitch along the row axis that the arm rests of seats facing in one direction extend partially over the seat cushion(s) of the oppositely facing adjacent seat(s). Additionally or alternatively, alternately facing ones of the seats are arranged at such pitch along the row axis that the arm rests of seats facing in one direction extend partially over space provided for the said seat cushion(s) to extend into on inclination of the respective back-rest. 
     Again, additionally or alternatively, alternately facing ones of the seats are arranged at such pitch along the row axis that the arm rests of seats facing in one direction extend partially over space left free by the one direction facing seat for the leg(s) of passenger(s) using the opposite facing seat(s). 
     These arrangements allow the arms and elbows of a passenger facing one direction to overly the thighs or knees of his neighbor. Preferably, the arm rests of adjacent seats are aligned with each other. They may be continuous and/or shaped for use by respective passengers. A central dividing rib may be provided. 
     In certain embodiments the row of transport seats will include a divider extending or extensible between each pair of adjacent seats at least at head height in the seats. The divider may be provided simply as a screen extending forwards from one side edge at the top of the back of one seat to the nearest side edge at the top of the back of the adjacent seat. It may be rigid or it may be flexible, preferably it is sufficiently robust to act as a head rest. Whilst the major purpose of the screen is to provide privacy between adjacent passengers, the screen may be drawable to allow conversation. 
     Alternatively the screen may be a rigid serpentine divider. In this case, at seat cushion level, the divider can have portions on opposite sides of each seat cushion; whilst at shoulder level or at the levels of the tops of the seat backs, the divider is of re-entrant shape, providing greater shoulder width than the inter-digitated seat cushion width. 
     The greater shoulder width in one form may not extend down as far as elbow level. However, the divider may extend down at the wider width to just below the level of arm rests and curves in at this level, whereby it partially overlies the seat cushion of the adjacent seat. 
     In accordance with another important feature, the individual seats may define a shoulder width, which overlaps with the shoulder width of the oppositely facing adjacent seat or seats. 
     The arrangement of the seats in the row enables the length of the row to be less than the sum of the shoulder widths of the seats in the row. In one form, this enables a two inch reduction in the seat pitch. In a wide bodied aircraft, typically with eight/nine seats per row, this enables an increase in one in the number of seats across the aircraft. By the same token, this enables an increase in the pitch of the rows of seats longitudinally in the aircraft, with a concomitant increase in passenger legroom, for the same number of passengers accommodated. 
     In one form the seats will have reclining backs. Conveniently this provision is by fixed back seats having seat pans (carrying the seat cushions) which slide forwards on inclination of the seat backs within the fixed backs. This has the advantage of the inclination of seats in successive rows not combining to obstruct passenger access with the rows. 
     It should be noted that the disclosure is not restricted to rows where the seats alternately face opposite directions. For instance, in a four seat row, the outer seats can face one direction and the inner two, adjacent seats face the other direction. Such arrangement still benefits from the disclosure at the abutment of the two pairs of opposite facing seats. 
     In accordance with a further important feature of the disclosure there is provided a transport seating row of our Earlier Patent Application, herein incorporated by reference, provided with:
         means for structurally unifying the seats in the row and   legs extending down beneath the unified seats at their fronts, the back of each seat being supported by a leg beneath the front of an adjacent seat.       

     In certain forms, the bottom ends of the seat-front legs will be secured to floor-level beams extending at least substantially in the direction of the row, the floor level beams being secured in use to the floor of the aircraft on or immediately above the floor. 
     Where the seats have individual structures, the structurally unifying means can be a beam extending in the direction of the row with the seat structures connected to it. The legs can extend down from the beam. Again, the legs can be part of the seats&#39; individual structures. 
     However, in the preferred embodiment, structural components of the seats and the row-wise beam are formed as a single framework, including the legs. 
     Alternatively the seat structures can be unified, for instance by manufacturing them as a single molding, with the legs being unified with the seat structures. 
     In accordance with a yet further important feature, each seat has:
         an inner back frame at a back portion of the seat structure and—an inner cushion member at a cushion portion of the seat structure,   the back frame and the cushion member being hinged together, with:   the inner back frame resting against the seat back portion at an upper part thereof and   the inner cushion member being slidably mounted on the seat cushion portion, the arrangement being such that the inner cushion member can be slid forwards with the inner back frame reclining.       

     In one form the inner back frame rests against the seat back portion at a central position whereby the upper part of the inner back frame twists to accommodate a user twisting to one side in the seat. 
     Conveniently the back frame and the cushion member may be molded of composite material. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       To help understanding of the disclosure, a specific embodiment thereof with variations will now be described by way of example and with reference to the accompanying drawings, in which:  FIG. 1  is a plan view of two rows of conventional aircraft seats; 
         FIG. 2  is a scrap view showing passengers seated in three of the conventional seats; 
         FIG. 3  is a similar view of two rows of seats, inter-seat screens shown in  FIG. 4  being omitted from  FIG. 3  for clarity; 
         FIG. 4  is a scrap view similar to  FIG. 2  of three passengers in seats; 
         FIG. 5  is a partially sectioned front view of the central seat of  FIG. 4 , the section taken on line V-V in  FIG. 4 ; 
         FIG. 6  is the same view as  FIG. 5 , with the passengers omitted; 
         FIG. 7  is a plan view of two alternative rows of seats; 
         FIG. 8  is a view similar to  FIG. 7  of an alternative layout of a three seat row; 
         FIG. 9  is a side view of two seat in a row, showing a drawable divider; 
         FIG. 10  is a row-end view of a framework for a row of seats; 
         FIG. 11  is a plan view of the framework of  FIG. 10 ; 
         FIG. 12  is a front view of the framework of  FIG. 10 ; 
         FIG. 13  is a perspective view from the front and above of the framework of  FIG. 10 ; 
         FIG. 14  is a similar view of the row of seats upholstered for use; 
         FIG. 15  is a cross-sectional end view in the same direction as  FIG. 10  and on the line VI-VI in  FIG. 16  through the end seat of the row, showing some upholstery in dashed lines; 
         FIG. 16  is a plan view of the end seat, sectioned in  FIG. 15  and showing no upholstery, no arm rests and no seat cushion; 
         FIG. 17  is a view similar to  FIG. 11  showing the framework of  FIG. 11  covered by molded shells; and 
         FIG. 18  is a similar view of another frame work in which the component parts of the individual seats are integral formations of composite panels. 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring to the drawings,  FIG. 1  shows two rows of conventional seats  1 . Each seat has a cushion  2 , a backrest  3  and a pair of arm rests  4 , which are shared where the seats have neighboring seats. The back rests are provided with minimal gaps therebetween. The pitch  5  of the seats is determined by the shoulder widths  6  of their back rests. The two rows are spaced apart by a longitudinal pitch  7 .  FIG. 2  shows a number of passengers  8  sitting shoulder to shoulder in representative ones of the seats  9 . 
     Turning to  FIG. 3 , the seats  11  thereshown are facing in alternate directions in their rows. They have cushions  12 , backrests  13 , arm rests  14 . The shoulder widths  16  of these seats are the same as those of the seats  1  of  FIG. 1 . However, the conventional seats have their shoulder width extending to the center of the arm rests of their seats. In other words, the arms rests are at the seat lateral pitch  5 . In  FIG. 3 , the shoulder width extends to the full width of the arm rests. In other words, the arm rests are set in and are arrange at a reduced pitch  15 , which is the seat lateral pitch. This is of no inconvenience to the passengers, in that the latter are widest at their shoulders and there is room for their hips between the set in arm rests. The rows are set at a longitudinal pitch  17 , shown as the distance between central axes of interdigitated parts of the seat cushions. The seat backs are set on two lines  19 , parallel with but spaced from the axes  18 . 
     The arrangement is such that, as shown in  FIG. 4 , which shows three broad shouldered passengers  21 , their shoulders overlap  22  along the row, whilst being staggered in the row. 
     Also shown in  FIG. 4  is a sinuous screen  23  screen the passengers from looking directly at their neighbors. 
     Comparing  FIGS. 1 &amp; 2  with  FIGS. 3 &amp; 4 , it will be appreciated that the passengers are provided with the same shoulder room in the disclosure, whilst having additional leg room. As drawn the deck area (namely the seat pitch times the row pitch) in both arrangements is equivalent, with the arrangement of the disclosure occupying a marginally smaller area. It will be appreciated that by arranging the seat width and pitch such that an additional seat can be accommodated across the body of an aircraft, either additional leg room or an increase in the number seat rows, i.e. an increase in the number of passengers, can be accommodated. 
     Referring now to  FIG. 5 , a central seat as shown has a chassis  24 , supporting it on a deck  25 . Structural details are omitted. The section of the view is taken a small distance to one side to the row axis of the row and passes through the legs  26  of the passenger  27  in central seat and the legs  28  of the passengers in adjacent seats. The passenger  27  has his legs between upright sides  29  of the seat, which are part of the screen  23  and support the arm rests  14  on which the passenger&#39;s arms  30  are resting. The arm rests as shown are not used by the opposite facing passengers whose torsos, arms and arm rests of their seats are above the plane of the paper. However,  FIG. 5  does show accommodation beneath the arm rests  14  for the legs  28  of the passengers in the adjacent seats.  FIG. 6  is the same view without the passengers, showing how the back rest of the central seat has a width  31  equal to that of the seat cushion. The seat cushions are parallel throughout their length back to the seat back, whereby the neighboring passengers are provided with the leg room described in the preceding paragraph. The back rest has a narrower head rest  32  at its top, whilst the available shoulder width  16  is defined by the internal width of the screen  23 . 
       FIG. 7  shows an alternative configuration of a row of seats in accordance with the disclosure, in which two central seats face one direction and their outer neighboring seats face in the opposite direction. The central seats are set marginally wider apart to provide full shoulder room for their passengers. In other words the overlap  22  shown in  FIG. 4  is not provided between the two central seats. The seats are all the same. The result is duplication of the arm rests at the center of the row. 
     Turning now to  FIG. 8 , in one form, the seats in the two rows thereshown are set at differing angles within each row and are of differing widths. The center seats  101  have the center lines of their seat cushions which are perpendicular to an axis T transverse an aircraft. Within each row, the two neighboring seats  102 , 103  can be set with the seat cushion center lines diverging by a few degrees, 5[deg.] as drawn, from the corresponding center line of the central seat. These seats have edges  104  of their seat cushions which are parallel in the distal/proximal direction to the center lines. The central seat has its seat cushion edges parallel to those of its immediate neighbors, whereby the distal edge  106   a  is shorter than the proximal edge  106   p . This arrangement enables the back  107  of the central seat to be wider than that  108  of the neighboring seats, typically in the proportion 20&lt;1&gt;A inches to 18 inches. This gives greater shoulder room to the central seat. In this arrangement, the row axes  109  are curved and the back lines  110  also are curved. In one form, this arrangement can be set in an aircraft at a row pitch of 37 inches. 
       FIG. 9  shows a divider  111  between side edges  112  at the tops of two seat backs  113  at head height in a row comprising an upper and lower pair of straps  114 , having slats  115  carried by loops  116  stitched to the slats. Webs  117  are provided between the slats in the manner of the webs in a fan. This divider is in two halves, each fixed to the respective backs and able to be extended to each other or drawn as desired by the neighboring passenger. 
     In another form, it is envisaged that the back rest could recline within the screen  23  with the seat cushion sliding forwards as the back reclines. Further, the back rest need not be restricted to the width of the seat cushion, consistent with it fitting within the screen. The latter need not extend as a single unit below the level of the seats&#39; arm rests. 
     Referring to another embodiment shown in  FIGS. 10 to 14 , for an aircraft a row  1 A of two forwards facing seats  2 A, 3 A and one rearwards-facing, interposed seat  4 A has a framework  11 A, possibly manufactured of composite sheet material. The composition of the sheet material is the subject of our patent applications Nos EP 1,418,046 and U.S. Ser. No. 10/699,077 that is incorporated by reference. Suffice it to say here that the material in one form comprises two outer laminates of PEI material bonded to an inner cellular material. This material can be formed into flat and shaped panels at elevated temperature and pressure. 
     The framework in one form is comprised of four types of panel:
         a transverse, i.e. row direction, elongate beam  12 A,   three seat forms  14 A, of lazy Z shape   a sinuous armrest support  16 A,   two triangulation struts  18 A.       

     The framework may be secured to a pair of floor beams  51 A,  52 A fixed in conventional manner to the floor rails (not shown) of an aircraft floor or deck, not shown. 
     In one form, middle, seat pan portions  141 A of the seat forms  14 A are bonded crosswise to the top surface of the transverse beam. The forms have seat back portions  142 A, of which two are arranged on one side of the beam  12 A for the forward facing seats and one on the other side for the rear facing seat. The forms also have leg portions  143 A, which extend down from the seat front edges  144 A of the seat portions  141 A to respective ones of the floor beams, which extend transversely of the aircraft and are spaced longitudinally of it. Thus the leg portions of the outer two, forwards facing seats extend to the forward floor beam  51 A and the leg portion of the rearwards facing seat extends to the aft floor beam  52 A. The distal ends of the leg portions may be shaped  145 A to partially encompass the floor beams, whereby they positively locate with the beams and can be readily fixed to them with non-shown fixtures. 
     To triangulate the framework, not only laterally, but principally fore and aft, the struts  18 A extend down from the forwards edge of the underside of the transverse beam, to which they are secured midway between the respective outer seat forms and the central seat form, to the aft floor beam at respective sides of the leg of the rear facing seat. The struts are secured to the floor beam in like manner to the leg portions  143 A. 
     Thus the transverse beam and the seat pan portions  141 A may be rigidly located with respect to the floor beams and able to accommodate test loads applied to seat belts, not shown, attached directly or indirectly to them. 
     In one form, the back portions  142 A of the seats have the arm rest support  16  attached to their back faces. The support is deep to give it bending strength in its end parts  161 A, which extend forwards from the back portions and are otherwise unsupported. 
     Central parts  162 A, which extend from the back portion of the rear facing seat to that of the forwards facing seat, are supported at both ends as arm rest supports, but perform the additional function of reinforcing the back of the rear facing seat against collapse under a passenger&#39;s inertia in crash conditions. 
     Turning on to  FIGS. 14 to 16 , further passenger supporting elements are shown:
         arm rests  20 B,   seat pans  22 B,   seat cushions  24 B,   back frames  26 B.       

     Please note that coverings and upholstery  28 B are shown partially in  FIG. 15 . 
     The arm rests  20 B are secured to the arm rest supports  16 B in any convenient manner. The rests can be of the same composite material as the supports, the two being bonded to each other. 
     The seat pans  22 B in one form also can be of a composite material, although typically of thinner construction, possibly laminated without a cellular core. The pans in one form have a central pan section  221 B of greater width than the seat pan portions  141 B of the seat forms  14 B, such that the seat pan of the rear facing central seat abuts the seat pan of the outer forwards facing seats. The abutment may be at up-turned edges  222 B of the pans. The abutted edges are bonded together to enhance the stiffness of the row of seats. At the edges, the pans carry runners  223 B for solid bases  241 B of the seat cushions. Again, the bases can be of composite material, with conventional seat padding and upholstery over the bases. Latches  224 B are provided for setting the fore-and-aft position of the seat cushion on the runners with respect to seat pan. 
     The rear edges of the bases  241 B in one form provided with hinges  242 B, by means of which the bases are connected to the back frames  26 B. These latter are hoops of composite material, formed with a concave curvature of an upper cross-member  261 B, when viewing the seat back from the opposite end of the seat cushion. A central part  262 B of the cross-member rests against the top of the back portion  142 B of the seat form. The arrangement is such that when a user of the seat leans with one shoulder more heavily against the upholstery of the back frame, the side of the frame deflects backwards, allowing the user to turn partially and lean into the corner of the seat. Hinge connection of the back frame allows the latter to be partially reclined as the seat base is moved forwards on the runners  223 B. 
     Shown in  FIG. 16  is a variant of the seat described above in which head-level wings  30 B have been added to the top of the back portion  142  in the manner of the arm rest supports, except that the wings are squat-U-shaped and not interconnected. The wings support upholstery for the seat back, or at least that part of the seat back not supported on and constituted by the back frame. 
     A further variant is shown in  FIG. 17 , in which a molded shell  40 C is fitted over the seat back portions  142 C and the arm rest support  16 C, neither of which are therefore visible in the figure. It is anticipated that the shell will need to be molded in sections. 
     In the alternative embodiment of  FIG. 18 , a modular form of construction is employed in which each seat framework is formed as a single skeletal molding having:
         a seat pan  201 D,   a front leg  202 D,   a back  203 D,   support arms  204 D.       

     The left and right forwards facing seats  210 D, 211 D may be identical. The rear facing seat  213 D is similar to the forwards facing seat, with its arm supports  2043 D set further apart to overlap, outwards of the row, the arms  2041 D of the other seats. The seat pans are of deep construction, to provide a beam structure at their level along the length of the row. 
     In another alternative shown by reference to dashed lines  301 D in  FIG. 18 , a second modular form of construction is employed in which the modular moldings are carapacial and support the full extent of overlying upholstery. 
     Whilst the disclosure has been described with reference to aircraft seats, it has equal application to trains and other transport vehicles. 
     While the present invention is illustrated by description of several embodiments and while the illustrative embodiments are described in detail, it is not the intention of the applicants to restrict or in any way limit the scope of the appended claims to such detail. Additional advantages and modifications within the scope of the appended claims will readily appear to those sufficed in the art. The invention in its broader aspects is therefore not limited to the specific details, representative apparatus and methods, and illustrative examples shown and described. Accordingly, departures may be made from such details without departing from the spirit or scope of applicants&#39; general concept.