Patent Description:
Meeting aviation guidelines and/or standards such as flame requirements tests for aircraft cabin interior structures or components such as aircraft seats may require the addition of a fire blocker layer between the cushion and the dress cover. The flame blocker layer may cause the cushion to be stiff, reducing an ability of the cushion to be conformed to the seat pan and/or reducing an ability of the cushion to conform to an occupant when seated. <CIT> describes convertible furniture with selectively expandable mattress cushion sections. <CIT> describes an extendable seat. <CIT> describes a mattress. <CIT> describes a mattress leg rest section for a bed. <CIT> describes a seat for a motor vehicle.

A compressible cushion for an aircraft seat is disclosed and defined in claim <NUM>. The cushion includes a base structure. The cushion includes a plurality of foam layers positioned on a seat pan of the aircraft seat. The plurality of foam layers include a first foam layer stacked on the base structure. The plurality of foam layers include at least a second foam layer stacked on the first foam layer. A density of the at least a second foam layer is less than a density of the first foam layer. The first foam layer and the at least a second foam layer are cut at a length corresponding to a length of the seat pan when the seat pan is in an extended position. The first foam layer and the at least a second foam layer each include a plurality of cuts. The plurality of cuts of the first foam layer and the plurality of cuts of the at least a second foam layer are each configured to compress when the seat pan actuates between the extended position and a retracted position.

The first foam layer and the at least a second foam layer each may be configured to pass flame requirements tests as set forth in <NUM> C. § <NUM> and corresponding Appendix F.

According to the invention, the plurality of cuts in the first foam layer and the plurality of cuts in the at least a second foam layer each have a width preventing the plurality of cuts in the first foam layer and the plurality of cuts in the at least a second foam layer from fully collapsing when the seat pan is in the retracted position.

In some embodiments, the plurality of cuts in the first foam layer may be aligned with the plurality of cuts in the at least a second foam layer.

In some embodiments, the first foam layer and the at least a second foam layer may be joined together with an adhesive.

In some embodiments, the plurality of cuts may be made in the first foam layer and the plurality of cuts may be made in the at least a second foam layer after the first foam layer and the at least a second foam layer are joined together with the adhesive.

In some embodiments, the plurality of cuts may be made in the first foam layer and the plurality of cuts may be made in the at least a second foam layer prior to the first foam layer and the at least a second foam layer being joined together with the adhesive.

In some embodiments, the at least a second foam layer may include a second foam layer stacked on the first foam layer. The at least a second foam layer may include a third foam layer stacked on the second foam layer.

In some embodiments, a density of the second foam layer may be less than the density of the first foam layer. A density of the third foam layer may be less than the density of the second foam layer.

In some embodiments, at least one of the base structure or the plurality of foam layers may be dimensioned to conform to the seat pan of the aircraft seat.

In some embodiments, at least one of the base structure or the plurality of foam layers may be dimensioned to conform to an occupant seated in the aircraft seat.

In some embodiments, at least a portion of the plurality of foam layers and at least a portion of the base structure may be covered by a dress cover.

In some embodiments, the plurality of foam layers may be enclosed within the dress cover. At least a portion of the base structure may be covered by the dress cover.

In some embodiments, the plurality of foam layers and the base structure may be enclosed within the dress cover.

An aircraft seat is disclosed, in accordance with claim <NUM>.

Moreover, it is to be understood that both the foregoing Summary and the following Detailed Description are examples and explanatory only and are not necessarily restrictive of the subject matter claimed, the invention being defined by the appended claims.

The appearances of the phrase "in some embodiments" in various places in the specification are not necessarily all referring to the same embodiment, and embodiments may include one or more of the features expressly described or inherently present herein, or any combination of or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure, insofar as they fall within the scope of the claims.

1A-5D generally illustrate a compressible cushion for an aircraft seat, in accordance with one or more embodiments of the disclosure.

Aircraft seats may include components such as a seat pan and a cushion. Where the seat pan is extendable to increase pan length for a passenger, the cushion may need to similarly extend. As a result, the cushion may include a primary cushion and auxiliary cushions, between which a void or gap may develop following the extension of the seat pan. The void or gap may be filled in with an airbag or air bladder system which is positioned between the primary cushion and auxiliary cushions, inflates as the seat pan extends outward, and deflates as the seat pan extends inward. This increases the number of parts and the complexity of the aircraft seat, as well as the surrounding aircraft cabin which provides the hookups for the aircraft seat and its components. In addition, the airbag or air bladder system may be uncomfortable and/or provide a less-than-attractive aircraft seat appearance.

Meeting aviation guidelines and/or standards such as flame requirements tests for aircraft cabin interior structures or components such as aircraft seats may require the addition of a fire blocker layer between the cushion and the dress cover. In select industries the build of the aircraft seat (and any included components within the build) may be required to meet guidelines and/or standards. The aircraft seat may be required to meet aviation guidelines and/or standards, by being configured in accordance with aviation guidelines and/or standards put forth by, but not limited to, the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA) or any other flight certification agency or organization; the American National Standards Institute (ANSI), Aeronautical Radio, Incorporated (ARINC), or any other standards setting organization or company; the Radio Technical Commission for Aeronautics (RTCA) or any other guidelines agency or organization; or the like. For example, the aircraft seat and/or its components may be required to meet and/or exceed flame tests as set forth by the aviation guidelines and/or standards. For instance, the cushion may be rated to pass flame requirement tests for aircraft cabin interior installations (e.g., structures or components) such as seat cushions as set forth by the aviation guidelines and/or standards under <NUM> C. Part <NUM> and its Appendixes (e.g., <NUM> C. § <NUM>, also found in FAA Advisory Circular (AC) <NUM>-<NUM>), or the like.

The flame blocker layer may cause the cushion to be stiff, reducing an ability of the cushion to be may be dimensioned to conformed to the seat pan and/or reducing an ability of the cushion to may be dimensioned to conform to an occupant when seated. In this regard, the flame blocker layer may be uncomfortable and/or provide a less-than-attractive aircraft seat appearance.

As such, it would be desirable to create a cushion that addresses the shortcomings provided above.

Embodiments of the present disclosure are directed to a compressible cushion for an aircraft seat. Embodiments of the present disclosure are also directed to an even compression of the cushion. Embodiments of the present disclosure are also directed to distributing occupant weight with the compressible cushion.

<FIG> illustrates a compressible cushion <NUM> surrounded at least in part by a dress cover <NUM>, in accordance with one or more embodiments of the present disclosure.

In one embodiment, the cushion <NUM> may include a base structure or support <NUM>. For example, the base structure or support <NUM> may be fabricated from a solid piece of metal, plastic, or fabric. By way of another example, the base structure or support <NUM> may be fabricated from a patterned piece or pieces of metal, plastic, or fabric. By way of another example, the base structure or support <NUM> may be a metal, plastic, or fabric diaphragm.

In another embodiment, the cushion <NUM> may include one or more layers <NUM> fabricated from a foam. For example, the cushion <NUM> may include a first layer <NUM>, a second layer <NUM>, and a third layer <NUM>. It is noted herein the one or more layers <NUM> and the base structure or support may be at least partially covered or enclosed (e.g., contained within) by the dress cover <NUM>. For example, the dress cover <NUM> may wrap around one or more edges, side surfaces, and/or bottom surface of the one or more layers <NUM> of foam and/or the base structure or support <NUM> to secure the dress cover <NUM> to the cushion <NUM>. For instance, the cushion <NUM> may be fully enclosed (e.g., contained within) by the dress cover <NUM>, while at least a portion of the base structure or support <NUM> may be covered or enclosed by the dress cover <NUM>. In addition, both the cushion <NUM> and the base structure or support <NUM> may be fully enclosed (e.g., contained within) by the dress cover <NUM>. It is noted herein the wrap-around nature of the dress cover <NUM> may assist in keeping the dress cover <NUM> taut.

In another embodiment, where there are multiple layers <NUM> of foam, the multiple layers <NUM> may be coupled together. For example, the multiple layers <NUM> may be coupled with an adhesive, with fasteners, or the like.

In another embodiment, where there are multiple layers <NUM>, the multiple layers <NUM> may be fabricated from foam having the same or different densities. According to the invention, the foam is stacked, with the first layer <NUM> being constructed from a highest-density foam on the bottom (e.g., adjacent or on top of the base structure or support <NUM>) and the third layer <NUM> being constructed from a lowest-density foam on the top.

It is noted herein stacking the foam in terms of increasing density from the top-down provides a number of benefits. First, this stacking of densities allows an occupant to sink into the cushion <NUM>, as the bulk of the support for the occupant is generated in the lower or lowest layers <NUM> of foam. Second, this stacking of densities is the most likely to prevent an occupant from bottoming out in the cushion <NUM> by dropping all the way to the base structure or support <NUM>, as it may takes increasingly more effort to compress the lower or lowest layers <NUM> of foam, which absorbs more or most of the downforce energy provided by the occupant.

It is noted herein the layers <NUM> of foam may be laid out in a basic or simple arrangement as illustrated in <FIG>, or in any more intricate or contoured pattern or arrangement. For example, the arrangement may be selected to provide support or comfort in high-pressure areas. By way of another example, the arrangement may be selected to include higher-density foam on the sides of the stack of layers <NUM> to maintain a consistent cushion profile.

In general, parameters including, but not limited to, the number of layers <NUM>, the thickness of each layer <NUM>, the density of each layer <NUM>, and the like may depend on factors including, but not limited to, type of aircraft seat (e.g., aircraft seat <NUM>, as described throughout the present disclosure), an expected load the aircraft seat may be required to take, a seat design, or other factors.

It is noted herein select types of foam may not be able to pass flame requirement tests for aircraft cabin interior installations (e.g., structures or components) such as seat cushions as set forth by the aviation guidelines and/or standards under <NUM> C. Part <NUM> and its Appendixes (e.g., <NUM> C. § <NUM>, also found in FAA Advisory Circular (AC) <NUM>-<NUM>), or the like due to the foam producing high levels of smoke or toxic gas. To offset this, a fire block layer may be inserted between the cushion <NUM> and the dress cover <NUM> for the select types of foam to be usable in the cushion <NUM>. However, the fire blocker layer may be uncomfortable and/or provide a less-than-attractive aircraft seat appearance.

As such, the layers <NUM> of the cushion <NUM> should be fabricated from a foam that does not require the use of a fire blocker layer. The foam should be capable of passing flame requirements tests in aviation guidelines and/or standards under <NUM> C. Part <NUM> (e.g., <NUM> C. § <NUM> and its Appendixes, also found in FAA Advisory Circular (AC) <NUM>-<NUM>), or the like.

For example, the foam should be capable of passing the <NUM> C. § <NUM> Part II(a)(<NUM>) Oil Burner Test, either by itself or in conjunction with an appropriate covering material (e.g., from which the dress cover <NUM> may be fabricated).

By way of another example, the foam should be capable of passing the <NUM> C. § <NUM>, Appendix F, Part I(b)(<NUM>) <NUM>-Second Vertical Test, as the classification of the foam falls under <NUM> C. § <NUM>, Appendix F, Part I(a)(<NUM>)(ii). It is noted herein the other components of the aircraft seat and/or an aircraft cabin including the aircraft seat may need to be capable of passing the <NUM> C. § <NUM>, Appendix F, Part I(b)(<NUM>) <NUM>-Second Vertical Test, if the classification of the other components falls under <NUM> C. § <NUM>, Appendix F, Part I(a)(<NUM>)(i).

In this regard, the removal of a fire blocker layer from the assembly including the cushion <NUM> and the dress cover <NUM> may result in a more pliable seating surface. When combined with a natural resilience and/or compression that foam provides, the cushion <NUM> may be dimensioned to conform to a seat pan of the aircraft seat and/or may be dimensioned to conform to an occupant seated in the aircraft seat, allowing for the occupant to sink into the cushion <NUM> without bottoming out in the cushion <NUM>.

<FIG> illustrate the cushion <NUM> and the dress cover <NUM>, in accordance with one or more embodiments of the present disclosure. <FIG> and <FIG> illustrate an extendable cushion for comparison against the cushion <NUM>.

Referring now to <FIG>, the cushion <NUM> includes a plurality of cuts <NUM> separated by foam material <NUM>. In general, the plurality of cuts <NUM> may be oval or ellipse-cut, diamond-cut, hexagonal-cut, octagonal-cut, or the like. The plurality of cuts <NUM> include a width through a center point of each of the plurality of cuts <NUM> that prevents the cuts from fully collapsing or going fully flat, where an entire length of opposite sides of each of the plurality of cuts <NUM> are in contact with one another when the cushion <NUM> is fully compressed.

In another embodiment, the plurality of cuts <NUM> may be arranged in a pattern. For example, the plurality of cuts <NUM> may be arranged in rows <NUM>. By way of another example, the plurality of cuts <NUM> may be arranged in columns <NUM>. By way of another example, the plurality of cuts <NUM> may be arranged in diagonal lines. By way of another example, the plurality of cuts <NUM> may be arranged in some combination of rows <NUM>, columns <NUM>, or diagonal lines. It is noted herein, however, the plurality of cuts <NUM> may be un-patterned.

Where the plurality of cuts is arranged in rows <NUM>, a center of adjacent cuts <NUM> in adjacent rows <NUM> may be offset by a distance <NUM>. It is noted herein, however, a center of adjacent cuts <NUM> in adjacent rows <NUM> may be aligned or overlap.

Where the plurality of cuts is arranged in columns <NUM>, a center of adjacent cuts <NUM> in adjacent columns <NUM> may be offset by a distance <NUM>. It is noted herein, however, a center of adjacent cuts <NUM> in adjacent columns <NUM> may be aligned or overlap.

In another embodiment, where there are multiple layers <NUM> of foam, the multiple layers <NUM> may be joined together (e.g., with an adhesive, fasteners, or the like) prior to the one or more cuts <NUM> being cut. For example, this order may be preferable where the one or more cuts <NUM> are vertically-aligned within the multiple layers <NUM>.

In another embodiment, where there are multiple layers <NUM> of foam, the plurality of cuts <NUM> may be cut in each individual layer <NUM> prior to the multiple layers <NUM> being joined together (e.g., with an adhesive, fasteners, or the like) prior to the plurality of cuts being cut. For example, this order may be used when the plurality of cuts <NUM> are vertically-aligned within the multiple layers <NUM>. By way of another example, this order may be used when the plurality of cuts <NUM> in a particular layer <NUM> are at least partially offset from the plurality of cuts <NUM> in an adjacent layer <NUM> in the stack. It is noted herein, however, that the multiple layers <NUM> may need to be configured to prevent foam material <NUM> from a first layer <NUM> from entering the at least partially offsetting cuts <NUM> of an adjacent layer <NUM> when the cushion <NUM> is compressed with a force applied from above (e.g., an occupant sitting on the cushion <NUM>).

In another embodiment, as illustrated in <FIG> and <FIG>, the cushion <NUM> is cut to a length <NUM>. For example, the length <NUM> may be an expansion length 212a. For instance, the expansion length 212a may correspond to an extended position of a seat pan of an aircraft seat (e.g., seat pan <NUM> of the aircraft seat <NUM>, as described throughout the present disclosure). It is noted herein the extension may be a full extension of the seat pan of the aircraft seat, such that the seat pan of the aircraft seat may not be capable of further extension.

The expansion length 212a may be broken into a cut length 214a corresponding to a section of the cushion <NUM> including the plurality of cuts <NUM>, a rear length <NUM> between a rear edge of the cushion <NUM> and the section including the plurality of cuts <NUM>, and a front length <NUM> between a front edge of the cushion <NUM> and the section including the plurality of cuts <NUM>. For example, the rear length <NUM> may range between <NUM> and <NUM> (twelve and fifteen inches), allowing for a high-pressure area with full padding configured to support an occupant when seated. By way of another example, the front length <NUM> may range between <NUM> and <NUM> (three and four inches).

In another embodiment, as illustrated in <FIG> and <FIG>, the cushion <NUM> is compressible with the actuation of the seat pan, such that the length <NUM> transitions to a compression length 212b. For example, the compression length 212b may correspond to a retraction of the seat pan of the aircraft seat (e.g., the seat pan <NUM> of the aircraft seat <NUM>, as described throughout the present disclosure). It is noted herein the retraction may be a full retraction of the seat pan of the aircraft seat, such that the seat pan of an aircraft seat may not be capable of further retraction.

The expansion length 212b may be broken into a cut length 214b corresponding to a section of the cushion <NUM> including the plurality of cuts <NUM>, the rear length <NUM> between the rear edge of the cushion <NUM> and the section including the plurality of cuts <NUM>, and the front length <NUM> between the front edge of the cushion <NUM> and the section including the plurality of cuts <NUM>. It is noted herein the foam material may be selected such that the compression of the cushion <NUM> is localized to the section including the plurality of cuts <NUM> leading to a change between the expansion length 212a and the compression length 212b. In this regard, the foam material in the sections having the lengths <NUM>, <NUM> may not change during the transition between the extension of the seat pan of the aircraft seat (e.g., the seat pan <NUM> of the aircraft seat <NUM>, as described throughout the present disclosure) and the retraction of the seat pan of the aircraft seat.

In another embodiment, the change in length <NUM> (and and/or cut length <NUM>) between expansion and compression may be dependent on a type of aircraft seat (e.g., aircraft seat <NUM>, as described throughout the present disclosure) on which the cushion <NUM> is installed. For example, the change in length <NUM> (and and/or cut length <NUM>) between expansion and compression may range from <NUM> and <NUM> (<NUM> to ten inches). For instance, the change in length may be <NUM> (four inches). In addition, the change in length may be <NUM> (five inches).

In another embodiment, the cushion <NUM> is positionable in, and held in, any of a number of intermediate positions by the seat pan of the aircraft seat (e.g., the seat pan <NUM> of the aircraft seat <NUM>, as described throughout the present disclosure).

Although embodiments of the present disclosure are directed to the sections of the cushion <NUM> with lengths <NUM>, <NUM> not changing during the expansion or compression of the cushion <NUM>, that the sections of the cushion <NUM> with lengths <NUM>, <NUM> may expand or compress and subsequently change in length as well with the extension of the seat pan of the aircraft seat (e.g., the seat pan <NUM> of the aircraft seat <NUM>, as described throughout the present disclosure) or retraction of the seat pan of the aircraft seat.

In another embodiment, the cushion <NUM> includes a width <NUM> and a thickness <NUM>. For example, the width <NUM> may be dependent on a type of aircraft seat (e.g., aircraft seat <NUM>, as described throughout the present disclosure) on which the cushion <NUM> is installed. By way of another example, the thickness <NUM> may be dependent on the type of aircraft seat on which the cushion <NUM> is installed. By way of another example, the thickness <NUM> may be set based on the number of layers <NUM> and/or the thickness of each layer <NUM>.

Referring now to <FIG>, the compressible cushion <NUM> is subjected to a load by a first weight being placed on a portion of the compressible cushion <NUM> within the rear length <NUM> without any cuts <NUM>, and a second weight being placed on a portion of the compressible cushion <NUM> within the cut length <NUM> including the plurality of cuts <NUM>. It is noted herein the placement of the weights were selected to represent forces applied by a passenger sitting on the cushion <NUM>. In addition, a similar comparison may be performed with the first weight being placed in a portion of the compressible cushion <NUM> within the front length <NUM>, and the second weight being placed in the portion of the compressible cushion <NUM> within the cut length <NUM> including the plurality of cuts <NUM>. As illustrated in <FIG>, the weight will sink a select amount or distance <NUM> due to the plurality of cuts <NUM>, where the plurality of cuts <NUM> and the cushion <NUM> is cut for the compressible cushion <NUM> to be at the extended length, such that the plurality of cuts <NUM> are compressible as illustrated in <FIG>.

Referring now to <FIG> and <FIG>, an extendable cushion <NUM> is illustrated. The extendable cushion <NUM> includes a plurality of cuts <NUM> separated by foam material <NUM> within a cut length <NUM> of a full length <NUM>, which were cut when the extendable cushion <NUM> is collapsed. When the extendable cushion <NUM> is expanded (e.g., as illustrated in <FIG>), the size of the plurality of cuts <NUM> increases and the foam material <NUM> is stretched. The extendable cushion <NUM> is subjected to a load by a first weight being placed on a portion of the extendable cushion within a rear length <NUM> of the full length <NUM> without any cuts <NUM>, and a second weight being placed on a portion of the extendable cushion <NUM> within the cut length <NUM> including the plurality of cuts <NUM>. It is noted herein the placement of the weights were selected to represent forces applied by a passenger sitting on the extendable cushion <NUM>. In addition, a similar comparison may be performed with the first weight being placed in a portion of the extendable cushion <NUM> within a front length <NUM>, and the second weight being placed in the portion of the extendable cushion <NUM> within the cut length <NUM> including the plurality of cuts <NUM>. As illustrated in <FIG>, the weight will sink a select amount or distance <NUM> due to the plurality of cuts <NUM> being expanded when the extendable cushion <NUM> being extended.

As illustrated in a comparison between <FIG> and <FIG>, cutting the compressible cushion <NUM> with the plurality of cuts <NUM> at the expansion length 212a that corresponds to the extended position of a seat pan of an aircraft seat (e.g., seat pan <NUM> of the aircraft seat <NUM>, as described throughout the present disclosure) may allow for the compressible cushion <NUM> to maintain an overall increased level of support for an occupant when the occupant is seated in the aircraft seat, as compared to if the extendable cushion <NUM> is cut with the plurality of cuts <NUM> at a compression length that corresponds to the retracted position of the seat pan of the aircraft seat. In particular, cutting the extendable cushion <NUM> with the plurality of cuts <NUM> at the compression length that corresponds to the retracted position of the seat pan of the aircraft seat, and then expanding the extendable cushion <NUM> (and thus expanding the plurality of cuts <NUM>) with the extending of the seat pan would further increase a width of the plurality of cuts <NUM> and stretch out the foam material <NUM> between the plurality of cuts <NUM>, narrowing at the middle and decreasing the amount of support the extendable cushion <NUM> may provide to the occupant when the occupant is seated in the aircraft seat in the extended position. In addition, cutting the extendable cushion <NUM> with the plurality of cuts <NUM> at the compression length that corresponds to the retracted position of the seat pan of the aircraft seat, and then expanding the extendable cushion <NUM> (and thus expanding the plurality of cuts <NUM>) with the extending of the seat pan may include an uneven expansion with a force is applied (e.g., by an occupant seated in the aircraft seat). In this regard, the compressible cushion <NUM> of the present disclosure would provide a more constant or uniform amount of support at an overall increased level to the occupant when the occupant is seated in the aircraft seat whether the seat pan is in the extended position or the retracted position, as compared to the extendable cushion <NUM>.

<FIG> illustrates a dress cover system <NUM>, in accordance with one or more embodiments of the present disclosure.

In one embodiment, the dress cover system <NUM> includes a removable cover <NUM> and the dress cover <NUM> over the cushion <NUM>. It is noted herein the removable cover <NUM> may protect the dress cover <NUM>, providing a more easily-swappable component to the aircraft seat if the removable cover <NUM> gets damaged, as opposed to changing the dress cover <NUM> (e.g., with or without needing to change the cushion <NUM>) if the dress cover <NUM> gets damaged. It is noted herein example embodiments of the dress cover <NUM> may be found in <CIT>.

In another embodiment, the removable cover <NUM> is manufactured from one or more sections. In general, the removable cover <NUM> may be fabricated from <NUM>, <NUM>. up to an N number of sections. Where there are multiple sections, each section has a section top surface length that forms a percentage of a cover top surface length of the removable cover <NUM>. Where there are multiple sections, adjacent sections may be joined together. For example, the adjacent sections may be joined together via sewing, a fabric adhesive, or the like. For instance, adjacent sections may be joined together at one or more seams <NUM>.

Although a joining location is illustrated in <FIG>, it is noted herein the joining location is shown only for purposes of clarity and that the joining location may be hidden on the dress cover <NUM> and/or the removable cover <NUM> (e.g., non-accessible when the dress cover <NUM> is installed on the cushion <NUM>) for purposes of preventing access to the joining location, cleanliness of design, meeting aviation guidelines and/or standards, or the like.

In another embodiment, the one or more sections of the removable cover <NUM> may be fabricated from a same type and/or pattern of material or a different type and/or pattern of material. For example, at least some of the sections of the removable cover <NUM> may be fabricated from different types of material. By way of another example, all sections of the removable cover <NUM> may be fabricated from a different type and/or pattern of material. By way of another example, all sections of the removable cover <NUM> may be fabricated from a same type and/or pattern of material. The one or more sections of the removable cover <NUM> may be fabricated from a material that is non-expandable and/or non-compressible (e.g., beyond the natural movement of the material structure or fabric weave). The one or more sections of the removable cover <NUM> may be fabricated from a material that is capable of expansion (e.g., via stretching) and/or compression.

Where the removable cover <NUM> is installed on an aircraft seat (e.g., aircraft seat <NUM>, as described throughout the present disclosure), the type (or types) of material from which the one or more sections of the removable cover <NUM> may be fabricated are configured to meet aviation guidelines and/or standards. For example, the removable cover <NUM> may be rated to pass flame requirement tests for aircraft cabin interior installations (e.g., structures or components) such as seat cushions as set forth by the aviation guidelines and/or standards under <NUM> C. Part <NUM> and its Appendixes (e.g., <NUM> C. § <NUM>, also found in FAA Advisory Circular (AC) <NUM>-<NUM>), or the like. For instance, where the removable cover <NUM> includes multiple sections, the multiple sections may be joined together via attachment procedures configured to operate as a fire-resister or fire-blocker, to be rated to pass flame requirement tests for aircraft cabin interior installations (e.g., structures or components) such as seat cushions as set forth by the aviation guidelines and/or standards under <NUM> C. Part <NUM> and its Appendixes (e.g., <NUM> C. § <NUM>, also found in FAA Advisory Circular (AC) <NUM>-<NUM>), or the like.

In another embodiment, at least some of the one or more sections of the dress cover <NUM> and at least some of the one or more sections of the removable cover <NUM> may be fabricated from a same type and/or pattern of material or a different type and/or pattern of material.

It is noted herein fabricating at least some of the one or more sections of the dress cover <NUM> and the one or more sections of the removable cover <NUM> from a same type and/or pattern of material may allow for a matching, overlapping, or shared design on the dress cover <NUM> and the removable cover <NUM>. For example, the design may be related to a vehicle brand or trim package (e.g., an airplane, an automobile, a boat, or the like), a vehicle manufacturer, a vehicle service provider (e.g., an airline, or the like), or be related to another type of marking with which a fabric may be printed or arranged in a pattern with other pieces of fabric.

In another embodiment, the removable cover <NUM> is coupled to one or more ends or surfaces to the dress cover <NUM>. For example, the removable cover <NUM> may be fixed via fasteners, an interlocking assembly (e.g., a hook-and-loop assembly, a tab-and-groove assembly, or the like).

In another embodiment, the removable cover <NUM> is coupled to a component of a seat (e.g., aircraft seat <NUM>, as described throughout the present disclosure) proximate to the dress cover <NUM> (e.g., a single or dual roll-blind system, or the like). For example, the removable cover <NUM> may be longer than the cover top surface length of the dress cover <NUM>. For example, the removable cover <NUM> may hang over one or multiple ends of the dress cover <NUM>. For instance, the removable cover <NUM> may hang over one or multiple ends of the dress cover <NUM> and may be fixed to components of the aircraft seat proximate to the cushion <NUM> (e.g., to prevent the removable cover <NUM> from sliding when the aircraft seat is occupied, being occupied, or being unoccupied).

In another embodiment, the dress cover <NUM> and the cushion <NUM> may slide under the removable cover <NUM> when the cushion <NUM> actuates (e.g., extends or retracts) between a retracted position or state and one or more extended positions or states. For example, as illustrated in <FIG>, the dress cover <NUM> may have an expanded top surface length when the cushion <NUM> is in position or state corresponding to the expansion length 212a (e.g., the length at which the cushion <NUM> is cut with the plurality of holes <NUM>). By way of another example, as illustrated in <FIG>, the dress cover <NUM> may have a compressed top surface length when the cushion <NUM> is in a position or state corresponding to the compression length 212b (e.g., of one or more compressed positions or states). For instance, the expanded top surface length is longer than the compressed top surface length.

In both <FIG> and <FIG>, the removable cover <NUM> remains atop the dress cover <NUM> and the cushion <NUM>. As seen from the side profile views in <FIG> and <FIG>, the dress cover <NUM> retains its shape despite the change in length of the top surface length, preventing an improper fit or interface that would otherwise be messier, have more lines, and include more gaps between sections of the cushion <NUM>.

It is noted herein additional information about the removable cover <NUM> may be found in <CIT>.

<FIG> and <FIG> illustrate portions of the aircraft seat <NUM>, in accordance with one or more embodiments of the present disclosure. It is noted herein the dress cover <NUM> and the cushion <NUM> should be configured in accordance with aviation guidelines and/or standards when installed on the aircraft seat <NUM>.

In another embodiment, the aircraft seat <NUM> includes a seat pan <NUM>, a seat base <NUM>, and a seat back <NUM>. For example, the seat back <NUM> may include an integrated headrest or a coupling point for a separate installable headrest. It is noted herein the removable cover <NUM> may couple to the seat base <NUM> and/or the seat back <NUM>, or to components coupled to the seat base <NUM> and/or the seat back <NUM>.

In another embodiment, additional components may couple to and/or be integrated into the one or more aircraft seats <NUM> including, but not limited to, pivoting armrests, aircraft seatbelts, tray table support arms, or the like. It is noted herein the seat base <NUM> may attach to the one or more structural beams and secure to embedded aircraft seat tracks located in a floor of the aircraft cabin <NUM> via conventional track fasteners.

In another embodiment, the seat pan <NUM> includes a seat pan primary section <NUM> and the seat base <NUM> includes a seat base primary section <NUM>. For example, the seat pan primary section <NUM> and the seat base primary section <NUM> may be separate or may be coupled together. For instance, the seat pan primary section <NUM> and the seat base primary section <NUM> may be configured to actuate together if coupled together.

In another embodiment, the seat pan <NUM> includes a seat pan extender <NUM> and the seat base <NUM> includes a seat base extender <NUM>. For example, the seat pan extender <NUM> and the seat base extender <NUM> may be separate or may be coupled together. For instance, the seat pan extender <NUM> and the seat base extender <NUM> may be configured to actuate together if coupled together. By way of another example, the seat pan extender <NUM> may actuate relative to the seat pan primary section <NUM>, and the seat base extender <NUM> may actuate relative to the seat base primary section <NUM>.

It is noted herein the seat pan extender <NUM> being in an extended position or state may cause a void or cavity to form between the seat pan primary section <NUM> and the seat pan extender <NUM>. In addition, it is noted herein the seat pan <NUM> may include an actuatable cover or plate (e.g., fabricated a rigid or flexible material) configured to prevent access to the formed void or cavity (e.g., coupled to the seat pan extender <NUM> and actuatable with the seat pan extender <NUM>, or the like).

In another embodiment, the seat pan <NUM> supports the cushion <NUM> and the dress cover <NUM> (or the dress cover system <NUM>, where the removable cover <NUM> is installed on the dress cover <NUM> and the cushion <NUM>). In another embodiment, the dress cover <NUM> may be the compressed top length when the seat pan <NUM> is in a retracted position or state. In another embodiment, the dress cover <NUM> may be the expanded top length when the seat pan <NUM> is in an extended position or state.

In another embodiment, the cushion <NUM> may be dimensioned to conform or substantially conform to the aircraft seat <NUM>. For example, at least one surface of the cushion <NUM> may be dimensioned to conform to a corresponding surface of the aircraft seat <NUM>. By way of another example, components of the aircraft seat <NUM> may extend beyond the boundaries of the cushion <NUM>, such that the at least one surface of the cushion <NUM> does not fully conform to the corresponding surface of the aircraft seat <NUM>. By way of another example, a portion of the cushion <NUM> may wrap around or otherwise enclose a portion of the aircraft seat <NUM> (e.g., including, but not limited to, a front edge or leading portion of the cushion <NUM>). In another embodiment, the cushion <NUM> may be dimensioned to conform to a portion of a user (e.g., a passenger, a crew member, or the like).

In another embodiment, the cushion <NUM>, the dress cover <NUM>, and/or the removable cover <NUM> may be attached to one or more components of the aircraft seat <NUM>. For example, the one or more components may include, but not limited to, a diaphragm. By way of another example, the cushion <NUM>, the dress cover <NUM>, and/or the removable cover <NUM> and the one or more components of the aircraft seat <NUM> may be coupled with hook and loop fastener assemblies (e.g., Velcro®) or other fastener assemblies (e.g., attachment clips, or the like).

<FIG> illustrate an aircraft cabin <NUM>, in accordance with one or more embodiments of the present disclosure.

In one embodiment, the one or more aircraft seats <NUM> may be independently-positioned within the aircraft cabin <NUM>. For example, the aircraft seat <NUM> may include, but is not limited to, a business class or first-class passenger aircraft seat, an economy-class passenger aircraft seat, or the like.

In another embodiment, the one or more aircraft seats <NUM> may be coupled together via one or more frames or frame elements such as structural beams. For example, the one or more aircraft seats <NUM> may be within a row of aircraft seats <NUM> coupled to a set of structural beams, where select aircraft seat <NUM> components may be shared with other aircraft seats <NUM>. For instance, some frame elements may be shared between adjacent aircraft seats <NUM> while other frame elements may be common across an entire row of aircraft seats <NUM>. In addition, the one or more aircraft seats <NUM> may be part of a two-aircraft seat, three-aircraft seat, four-aircraft seat, or five or more-aircraft seat row.

In another embodiment, the cabin <NUM> may include a passenger compartment <NUM>. The passenger compartment <NUM> may include a privacy shell with one or more privacy shell elements. The privacy shell may include an opening within the one or more privacy shell elements into the passenger compartment <NUM>. The passenger compartment <NUM> may include a door for the opening. For example, the door may swing or slide into an open position against a privacy shell element. By way of another example, a privacy shell element may be at least partially hollow, and the door may be slid into a cavity defined in the one or more privacy shell elements.

The passenger compartment <NUM> may include one or more monuments. For example, the monument may include, but is not limited to, a side stand, a tray or table, or the like. Where the monument includes a tray or table, the tray or table may include a top surface, a bottom surface, and/or one or more side surfaces. For example, the tray may include a single continuous side surface where all corners are rounded. By way of another example, the tray may include up to an N number of side surfaces where the tray includes up to an N number of corners. The tray or table may be fixed in position. It is noted herein, however, that the tray or table may be actuatable (e.g., may extend a select distance from a stowed position to an extended position proximate to a passenger). The aircraft seat <NUM> may be configured to avoid contact with the one or more monuments when transitioning between positions (e.g., between the upright or raised position and the lie-flat or bed position).

At least a portion of the passenger compartment <NUM> (e.g., at least a portion of the privacy shell, a monument of the one or more monuments, or the like) may conform to a portion of the aircraft seat <NUM>. In this regard, the amount of aircraft cabin floor space necessary for the passenger compartment <NUM> may be reduced.

In another embodiment, where the aircraft seat <NUM> is an actuatable aircraft seat, the aircraft seat <NUM> may be rotatable about an axis (e.g., swivelable). The aircraft seat <NUM> may be fully positionable between the outer limits of motion as defined by the moveable components of the aircraft seat <NUM>. Where the aircraft seat <NUM> is installed within a passenger compartment <NUM>, the aircraft seat <NUM> may be fully positionable between the outer limits of motion as defined by one or more monuments of the passenger compartment <NUM>. It is noted herein an upright or raised position may be considered a taxi, takeoff, or landing (TTOL) position during select stages of flight (though the upright or raised position is not limited to use during the select stages of flight as the TTOL position, but also may be used at any point during the flight), for purposes of the present disclosure. In addition, it is noted herein that any position that does not meet the above-defined requirements of the TTOL position may be considered a non-TTOL position, for purposes of the present disclosure. Further, it is noted herein the aircraft seat <NUM> may be actuatable (e.g., translatable and/or rotatable) from the TTOL position to a non-TTOL position, and/or vice versa. Further, it is noted herein the aircraft seat <NUM> may be capable of a fully upright or raised position, and that the TTOL position may have a more reclined aircraft seat back cushion and a more angled upward aircraft seat pan cushion as compared to the fully upright or raised position. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

In general, an aircraft seat <NUM> may be translatable (e.g., trackable or slidable). The aircraft seat <NUM> may be rotatable about an axis cross-wise through the aircraft seat <NUM> into a position including, but not limited to, the upright or raised position, one or more lounge or reclined positions, and a lie-flat or bed position. For example, the aircraft seat <NUM> may transition directly between the upright or raised position and the lie-flat or bed position. By way of another example, it is noted herein the aircraft seat <NUM> may transition through one or more lounge or reclined positions between the upright or raised position and the lie-flat or bed position. By way of another example, the aircraft seat <NUM> may transition into one or more lounge or reclined positions in a motion separate from the transition between the upright or raised position and the lie-flat or bed position. Therefore, the above description should not be interpreted as a limitation on the scope of the disclosure but merely an illustration.

In another embodiment, the cabin <NUM> includes an ottoman <NUM>. The aircraft seat <NUM> may be proximate to an ottoman <NUM>. For example, the aircraft seat <NUM> and the ottoman <NUM> may form the lie-flat surface when the aircraft seat <NUM> and the ottoman <NUM> are each in a lie-flat or bed position.

The ottoman <NUM> may be positioned underneath and/or proximate to at least some of the one or more monuments of the passenger compartment <NUM>. The ottoman <NUM> may be positioned within a footwell of the passenger compartment <NUM>. For instance, one or more dimensions of the footwell may be changed by transitioning the aircraft seat <NUM> between the upright or raised position, a lounge or reclined position, and/or the lie-flat or bed position. It is noted herein that a portion of the ottoman <NUM> may be actuatable (e.g., along a set of tracks or linear rails) to a position outside of the footwell.

The ottoman <NUM> may be configured to translate and/or rotate about an axis through a sidewall of the ottoman to cause a top surface to face a passenger occupying the aircraft seat <NUM>. For example, where the ottoman <NUM> may be configured to both translate and rotate, the ottoman <NUM> may be configured to independently rotate and/or translate. By way of another example, where the ottoman <NUM> may be configured to both translate and rotate, a rotation may prevent further translation until the ottoman <NUM> is returned to a select position and/or a translation may prevent further rotation until the ottoman <NUM> is returned to a select position.

It is noted herein, however, the aircraft seat <NUM> and/or the ottoman <NUM> may be limited to an upright or raised position and/or one or more lounge or reclined positions. In addition, it is noted herein the aircraft seat <NUM> may be the sole component forming a bed when the aircraft seat <NUM> is in a lie-flat or bed position. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

In another embodiment, the cushion <NUM> may be in a retracted position or state or one or more extended positions or states when the aircraft seat <NUM> is in the upright or raised position, a lounge or reclined position, and/or the lie-flat or bed position. For example, the cushion <NUM> may be in an extended position or state when the aircraft seat <NUM> is in the lie-flat or bed position, such that the cushion <NUM> comes into contact and/or there is a narrow enough gap to prevent items from falling between the cushion <NUM> and the ottoman <NUM> when the aircraft seat <NUM> is in the lie-flat or bed position. For instance, the aircraft seat <NUM> may be configured to actuate with the cushion <NUM> in the extended position or state into or out of the lie-flat or bed position. In addition, the aircraft seat <NUM> may be configured to actuate with the cushion <NUM> in the retracted position or state into or out of the lie-flat or bed position, and the cushion <NUM> may be configured to actuate between the extended position or state and the retracted position or state when the aircraft seat <NUM> is in the lie-flat or bed position.

In another embodiment, the cushion <NUM> may be in a retracted position or state or one or more extended positions or state when the aircraft seat <NUM> is in the upright or raised position, but may be in a retracted position or state in a lounge or reclined position and/or the lie-flat or bed position. For example, the cushion <NUM> may in an extended position or state when the aircraft seat <NUM> is in the upright or raised position, but may be required to retract prior to the aircraft seat <NUM> actuating between the upright or raised position, a lounge or reclined position, and/or the lie-flat or bed position. For instance, the cushion <NUM> may be in a retracted position or state when the aircraft seat <NUM> is in the lie-flat or bed position, such that the cushion <NUM> comes into contact and/or there is a narrow enough gap to prevent items from falling between the cushion <NUM> and the ottoman <NUM> when the aircraft seat <NUM> is in the lie-flat or bed position.

Although embodiments of the disclosure illustrate the cushion <NUM> being usable with the aircraft seat <NUM>, it is noted herein, however, that the cushion <NUM> is not limited to the aviation environment and/or the aircraft components within the aviation environment. For example, the cushion <NUM> may be configured for any type of vehicle known in the art. For instance, the vehicle may be any air, space, land, or water-based personal equipment or vehicle; any air, space, land, or water-based commercial equipment or vehicle; any air, space, land, or water-based military equipment or vehicle known in the art. By way of another example, the cushion <NUM> may be configured for commercial or industrial use in either a home or a business. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration, the invention being defined by the appended claims.

Claim 1:
A compressible cushion (<NUM>) for an aircraft seat (<NUM>) comprising a seat pan (<NUM>) configured to actuate between an extended position and a retracted position, the compressible cushion (<NUM>) comprising:
a base structure (<NUM>); and
a plurality of foam layers configured to be positioned on the seat pan of the aircraft seat, the plurality of foam layers comprising:
a first foam layer (<NUM>) stacked on the base structure (<NUM>); and
at least a second foam layer (<NUM>, <NUM>) stacked on the first foam layer,
the first foam layer and the at least a second foam layer being cut at a length corresponding to a length of the seat pan when the seat pan is in the extended position,
the first foam layer and the at least a second foam layer each including a plurality of cuts (<NUM>), the plurality of cuts (<NUM>) of the first foam layer and the plurality of cuts (<NUM>) of the at least a second foam layer each being configured to compress when the seat pan actuates between the extended position and the retracted positior
characterised in that a density of the at least a second foam layer is less than a density of the first foam layer and in that
the plurality of cuts (<NUM>) in the first foam layer and the plurality of cuts (<NUM>) in the at least a second foam layer each has a width preventing the plurality of cuts (<NUM>) in the first foam layer and the plurality of cuts (<NUM>) in the at least a second foam layer from fully collapsing when the seat pan is in the retracted position, wherein the width is through a center point of each of the plurality of cuts (<NUM>) to prevent an entire length of opposite sides of each of the plurality of cuts (<NUM>) from being in contact with one another.