Patent Description:
There are a wide variety of aircraft seats that have been incorporated into aircraft known in the prior art.

The prior art is replete with seats displaying a wide variety of different features and characteristics.

For example, <CIT> (hereinafter "the '<NUM> Patent") describes an aircraft seat with various articulation points that permit the seat to be adjusted into a number of different configurations. (The '<NUM> Patent at <FIG>; see also the '<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the `<NUM> Patent") describes an aircraft seat that reclines by lowering a rear end of the seat while maintaining the front end of the seat at a constant height. (The `<NUM> Patent at Fig. 2A and 2B; see also the `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the '<NUM> Patent") describes a seat that is adjustable based on a parallelogram defined by the seat frame. In the prone position, the seat forms an angle of about <NUM> degrees with respect to the floor of the aircraft. (The '<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the `<NUM> Patent") describes a seat for an aircraft that has a single tilt axis <NUM>, beneath the seat, that permits the entirety of the seat to tilt from a vertical position. (The `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>. ) The tilt axis is positioned in a range of <NUM>% to <NUM>% of the depth of the seating surface. (The `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

Great <CIT> (hereinafter "the GB '<NUM> Patent") describes an aircraft seat that may be oriented in a seating posting and in a horizontal position. The rear of the seating surface may be lower than a front edge of the seating surface. (The GB '<NUM> Patent at page <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the '<NUM> Application") describes a seat with a number of positions, which are illustrated in <FIG> of that patent application.

<CIT> (hereinafter "the `<NUM> Application") describes an aircraft seat that transitions from a reclined position to a horizontal position. (The `<NUM> Application at <FIG> and <FIG>.

<CIT> (hereinafter "the '<NUM> Application") illustrates an aircraft with a number of seats therein, the seats being controllable within a predetermined, limited space within the aircraft.

<CIT> (hereinafter "the `<NUM> Patent") describes a storage compartment for an aircraft seat where the storage compartment is beneath the seat and is accessible by lifting the seat cushion.

<CIT> (hereinafter "the `<NUM> Patent") describes a seat that can transition from an upright position to a horizontal position. (The `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>; see also the `<NUM> Patent at <FIG> and <FIG>. ) The armrest is maintained in a position parallel to the surface of the seat. (The `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>. ) The armrest lowers as the seat transitions to a horizontal configuration from the upright configuration.

<CIT> (hereinafter "the `<NUM> Patent") describes an armrest for a seat that is adjustable in height relative to the adjacent seat.

<CIT> (hereinafter "the `<NUM> Application") describes an aircraft seat with a control panel <NUM> embedded in the armrest. (The `<NUM> Application at paragraph [<NUM>]. ) The armrest may be raised and lowered via a toggle switch <NUM>. (The `<NUM> Application at paragraph [<NUM>].

<CIT> (hereinafter "the `<NUM> Application") describes a seating unit with a control device in the armrest. (The '<NUM> Application at <FIG>. ) The armrest may be lowered obliquely as the inclination of the backrest increases. (The '<NUM> Application at paragraph [<NUM>].

<CIT> (hereinafter "the <NUM> Application") describes an aircraft seat with variable pre-tension for the backrest portion of the seat. (The `<NUM> Application at paragraph [<NUM>].

<CIT> (hereinafter the `<NUM> Patent") describes an office chair that pivots at a point <NUM> near to the front of the chair. The seat and backrest are spring-biased (torsion element <NUM>) into an upright position. (The `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "JP `<NUM>") appears to describe a passenger seat that is adjustable for different passenger sizes by controlling the positioning of the seat plate <NUM>. (JP `<NUM> at the Abstract and translation of the claims.

<CIT> (hereinafter "the `<NUM> Patent") describes a chair with a weight-responsive spring that adjusts automatically based on the weight of the occupant.

<CIT> (hereinafter "the `<NUM> Patent") describes a swivel for a seat with a disk brake locking mechanism.

<CIT> (hereinafter "the `<NUM> Patent") describes a seat with a drive screw that slides (or translates) the seat away from an adjacent bulkhead when the seat is rotated from a forward-facing, upright position to a laterally-facing sleeping position. (The `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the `<NUM> Patent") describes a seat construction that includes two sets of parallel rods and a swivel that cooperate to permit both translational and rotational motion for the seat. (The `<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the `<NUM> Patent") describes a locking mechanism for an aircraft seat.

<CIT> (hereinafter "the `<NUM> Patent") describes a swivel mechanism for a chair on a boat. The swivel includes an eccentric swivel mount <NUM> that allows the seat to be translated away from an adjacent bulkhead wall when the seat is rotated. (The `<NUM> Patent at col. <NUM>, line <NUM>, through col. <NUM>, line <NUM>.

<CIT> (hereinafter "the '<NUM> Patent") describes a control panel for a seat that is mounted in the armrest of the office chair. One button controls the height of the seat while the other controls the backrest of the office chair. (The '<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the `<NUM> Patent") describes a power actuated seat that provides control over the leg rest, backrest, and lumbar support provided by the seat. (The '<NUM> Patent at col. <NUM>, lines <NUM>-<NUM>.

<CIT> (hereinafter "the `<NUM> Application") describes a touch-sensitive interface for control over the position of a seat.

<CIT> (hereinafter "the `<NUM> Application") describes a control methodology for controlling the configuration of a seat. (The `<NUM> Patent at Fig. 4A.

<CIT> (hereinafter "the `<NUM> Application") describes a control schematic for control over the configuration of a passenger seat. (The '<NUM> Application at <FIG>.

Other related information may be found in <CIT> which describes a method and system for seating passengers in a transportation system; <CIT> which describes an aircraft seat with position and condition sensors; and <CIT> which describes a motor vehicle seat.

These patents and patent applications are listed to provide a general context of the various aspects of seats known in the prior art.

The present invention seeks to improve upon seats that are known in the prior art by introducing and combining a number of new and unique features, which are detailed in the paragraphs that follow.

The present invention according to claim <NUM> provides a vehicle seat that comprises a seat pan, having a seat pan front edge and a seat pan rear edge, wherein the seat pan front edge defines a first pivot point and the seat pan rear edge defines a second pivot point, a backrest, having a backrest top edge and a backrest bottom edge, wherein the backrest bottom edge is articulately disposed adjacent to the seat pan rear edge, and a headrest, having a headrest top edge and a headrest bottom edge, wherein the headrest bottom edge is articulately disposed adjacent to the backrest top edge. The seat pan, the backrest, and the headrest are positionable with respect to one another such that the seat is configurable into at least one of a taxi, takeoff and landing position, a napping position, and a sleeping position. The first pivot point remains in a substantially fixed position for the taxi, takeoff and landing position and the napping position. A swivel is disposed beneath and supporting the seat, permitting the seat to rotate about a pivotal axis. First and second armrests are disposed on either side of the seat pan. A first control positioned in the first armrest, the first control being provided to lock and unlock movement of the seat in at least one of lateral and longitudinal directions, a second control positioned in the second armrest, the second control being provided to lock and unlock at least the swivel, and a third control positioned beneath the seat pan, the third control being a manual override, wherein the third control is a foot-actuated lever.

Optionally, the seat also may include a lumbar cushion, with a lumbar cushion top edge and a lumbar cushion bottom edge, wherein the lumbar cushion bottom edge is articulately disposed adjacent to the seat pan rear edge and the lumbar cushion top edge is articulately disposed adjacent to the backrest bottom edge.

At least one of the first and second controls are contemplated to lock and unlock a recline mechanism that permits adjustment of a recline position.

The second control is contemplated to lock and unlock the recline mechanism.

The first and second controls may be finger-actuated levers.

The first and second controls may be electrical switches.

For the present invention, it is contemplated that a pressure sensor disposed at least within the seat pan, the pressure sensor being configured to detect a weight of an occupant of the seat.

Still further aspects of the present invention will be made apparent from the discussion provided below.

The present invention will now be described in connection with the drawings appended hereto, in which:.

In the paragraphs that follow, examples will be described in connection with an aircraft seat <NUM>. While the details of the aircraft seat <NUM> are discussed in connection with the use of the seat <NUM> in an aircraft, it is contemplated that the seat <NUM> may be employed in any number of suitable environments. For example, the seat <NUM> may be used on a boat, bus, recreational vehicle, or train, among other contemplated vehicles and environments.

In addition, the discussion that follows will identify specific materials from which the aircraft seat <NUM> may be constructed. Any identification of a specific material is intended to be exemplary of the types of materials that may be employed to construct the present invention. As such, any discussion of specific materials is not intended to be limiting of the present invention.

With respect to the seat <NUM>, there are a number of different aspects and features that are considered to be optional features described herein.

With respect to aircraft, there are a number of different aircraft types that are known in the art. For example, there are commercial aircraft, with which the public is generally familiar. In addition, there are genres of business and private aircraft that are designed for private use, for charter use, or for hire operations.

The seat <NUM> of the present invention has been designed and sized for use on business, private, charter, and for-hire aircraft. While designed with business, private, charter, and for-hire aircraft in mind, the seat <NUM> may be sized for any type of aircraft, including commercial aircraft, without departing from the scope of the present invention.

In the paragraphs that follow, there are at least six separate and distinct aspects of aircraft seats upon which focus is made. The first aspect encompasses generally the different positions of a seat for an aircraft. The second aspect concerns specific storage compartments that are incorporated into the armrests for a seat on an aircraft. A third aspect concerns an adjustability of the seat with respect to armrests adjacent thereto. A fourth aspect addresses weight-responsive control for the seat. A fifth aspect concerns a swivel motion for the seat when the seat transitions from a forward-facing direction to an inboard-facing direction within the aircraft. A sixth aspect of the present invention concerns a control scheme for a seat on an aircraft.

For reference, it is noted that an aircraft has a longitudinal axis that defines the forward and aft (or rear) locations on the plane. The starboard (or right side) and port (or left side) of the aircraft are defined with respect to the longitudinal axis. For purposes of the present invention the term "longitudinal" is employed when referring to a direction consistent with the longitudinal axis of the aircraft. The term "lateral" is employed when referring to the port and starboard locations within the aircraft. The use of these terms is intended to provide context. However, the use of these terms is not intended to be limiting of the present invention.

<FIG> is a side view schematic of an aircraft seat. This side view of the seat <NUM> illustrates the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM>, all of which cooperate to support a passenger that is seated therein. For reference, the floor <NUM> in an aircraft is illustrated. In addition, a horizontal reference line <NUM> and a vertical reference line <NUM> are provided.

When designing a seat <NUM> for an aircraft, the seat <NUM> will conform to specific dimensional requirements so that the seat <NUM> may be installed in an aircraft together with other seats, furniture, and interior items. As a result, seats <NUM> are limited to selected specifications.

In addition, when sizing any item that accommodates a human person, engineers take into account certain dimensions that are considered standard for a typical human being. With reference to the seat <NUM>, the engineers sized the seat to accommodate a <NUM>th percentile male, which practice is common in the industry. A <NUM>th percentile male is a theoretical construct that approximates the dimensions of a male human being consistent with the <NUM>th percentile. In other words, ½ of the human population will be statistically larger than the <NUM>th percentile male and ½ of the human population will be statistically smaller than the <NUM>th percentile male.

For reference, a schematic illustration of one example of a <NUM>th percentile male is provided in <FIG>. As should be apparent, the seat <NUM> may be designed to accommodate a larger or smaller person. As a basis for comparison with the dimensions of the <NUM>th percentile male, <FIG> provides the dimensions of a <NUM>th percentile male. <FIG> provides the dimensions of a <NUM>st percentile male. These figures were adopted from Tilley,<NPL>on).

The seat <NUM> shown in <FIG> is contemplated to have a seat pan front edge height A of about <NUM> inches (<NUM>). The seat pan front edge height A defines the height of the front edge of the seat pan <NUM> from the floor <NUM>. The seat pan front edge height A is selected as <NUM> inches (<NUM>) based upon the average person that is anticipated to occupy the seat. Optionally, the seat <NUM> is contemplated to have a seat pan height A of about <NUM> inches (<NUM>). This height also has been selected based upon the dimensions of the average person anticipated to occupy the seat. As a matter of design, ranges for the seat pan height A are contemplated to fall between about <NUM> - <NUM> inches (<NUM> - <NUM>). Alternatively, ranges for the seat pan height A may fall between <NUM> - <NUM> inches (<NUM> - <NUM>). Further ranges for the seat pan front edge height A may be between about <NUM> - <NUM> inches (<NUM> - <NUM>) and <NUM> - <NUM> inches (<NUM> - <NUM>), respectively. In addition, further ranges for the seat pan height may be between <NUM> - <NUM> inches and <NUM> - <NUM> inches (<NUM> - <NUM>), respectively.

The seat pan <NUM> defines a seat depth B that is about <NUM> inches (<NUM>). The seat pan depth B is a measure of the depth of the seat pan <NUM> from the front edge to the rear edge, as illustrated. With respect to the seat pan depth B, a contemplated range for the seat pan depth B may be between about <NUM> - <NUM> inches (<NUM> - <NUM>). A further range for the seat pan depth may be between about <NUM> - <NUM> inches (<NUM> - <NUM>).

As should be apparent from <FIG>, the seat pan <NUM> defines a slightly angled surface, as compared to the horizontal reference line <NUM>. Specifically, the front edge <NUM> of the seat pan <NUM> is slightly higher than the rear edge <NUM> of the seat pan. When the seat pan <NUM> is angled as illustrated, it is understood that a person will be more comfortably seated by comparison with a seat in which the seat pan <NUM> is disposed parallel to the horizontal reference line <NUM>.

It is noted that the seat pan <NUM> will be supported by legs, a base, or a support frame (not shown) that connect to tracks (not shown) in the aircraft floor <NUM>. The legs are not critical to operation of the present invention and, therefore, are omitted from the various, simplified figures that are presented herein. In addition, aircraft include securement tracks that are embedded in the floor of the cabin for attachment of furniture thereto. The tracks are omitted from the figures, as they are standard in the industry. Moreover, while the seat <NUM> may be connected to the aircraft floor <NUM> via tracks, this mechanism for securement is not needed to practice the present invention. The seat <NUM> may be secured by any suitable, alternative means.

The lumbar cushion <NUM> defines a third dimension of the seat <NUM>. Specifically, the lumbar cushion <NUM> defines a lumbar cushion height C of about <NUM> inches (<NUM>). With respect to the lumbar cushion height C, a range of dimensions may fall between about <NUM> - <NUM> inches (<NUM> - <NUM>). In still a further alternative, the range of the lumbar cushion height C may be between about <NUM> - <NUM> inches (<NUM> - <NUM>).

The lumbar cushion <NUM> is arranged adjacent to the rear edge <NUM> of the seat pan <NUM>. The lumbar cushion <NUM> is angled slightly with respect to the vertical reference line <NUM>. Specifically, the bottom edge <NUM> and the top edge <NUM> of the lumbar cushion <NUM> define an angle such that the top edge is offset a predetermined amount from the vertical reference line <NUM>.

The backrest <NUM> defines a fourth dimension of the seat <NUM>. In particular, the backrest <NUM> defines a backrest height D of about <NUM> inches (<NUM>). With respect to the backrest height D, a range of dimensions may fall between about <NUM> - <NUM> inches (<NUM> - <NUM>). In a further variation, the backrest height D may fall within a range of between about <NUM> - <NUM> inches (<NUM> - <NUM>).

As with the lumbar cushion <NUM>, the backrest <NUM> has a bottom edge <NUM> and a top edge <NUM>. The backrest <NUM> also is angled with respect to the vertical reference line <NUM>. Specifically, the top edge <NUM> is disposed a predetermined distance from the vertical reference line <NUM> by comparison with the position of the bottom edge <NUM> of the backrest <NUM>.

The headrest <NUM> defines a fifth dimension of the seat <NUM>. Here, the headrest <NUM> defines a headrest height E of about <NUM> inches (<NUM>). With respect to the headrest height E, a range of dimensions may fall between about <NUM>-<NUM> inches (<NUM> - <NUM>). In a further variation, the headrest height E may fall within a range between about <NUM> - <NUM> inches (<NUM> - <NUM>).

The headrest <NUM> has a bottom edge <NUM> and a top edge <NUM>. The headrest <NUM> is shown in an orientation that is essentially parallel to the vertical reference line <NUM>. While a parallel orientation is illustrated in <FIG>, it is contemplated that the headrest <NUM> may be angled with respect to the vertical reference lines <NUM>.

The orientations of the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM> are selected to provide confortable support for a seated person. In addition, the disposition of the various components of the seat <NUM> with respect to one another is contemplated to provide an enhanced level of comfort for the passenger.

<FIG> is a graphical, side view of the seat <NUM>, illustrating four primary seat positions F, G, H, I. "F" refers to the upright seat position that is also known as the taxi, takeoff, and landing position. As the name suggests, the TTL position F is the configuration of the seat <NUM> when the aircraft is taxiing on the ground, in takeoff mode, or in landing mode. "G" refers to a partially upright position that is also referred to as the "limited recline" position. "H" refers to a partially reclined position of the seat <NUM> that is also referred to as the "nap" position. "I" refers to a fully reclined position where the various elements of the seat <NUM> are parallel to the horizontal reference line <NUM>.

With respect to <FIG>, there are two additional points that are identified. The first is the back rest pivot point location P1. The second is the seat pan pivot point location P2. These two pivot points P1, P2 help to define the various positions F, G, H, I that are illustrated in <FIG>. The various positions F, G, H, I are discussed in greater detail in the paragraphs that follow.

<FIG> is a graphical, side view illustration of the seat <NUM> in the TTL position F. The horizontal reference line <NUM> and the vertical reference line <NUM> are included for reference. In <FIG>, the seat pan <NUM> defines an angle α with respect to the horizontal reference line <NUM>. The lumbar cushion <NUM> defines an angle β with respect to the vertical reference line <NUM>. The backrest <NUM> defines an angle δ with respect to the vertical reference line <NUM>.

In the TTL position F, which is illustrated in <FIG>, the angle α is approximately <NUM>°, the angle β is approximately <NUM>°, and the angle δ is approximately <NUM>°. As should be appreciated by those skilled in the art, these angles are merely exemplary of one contemplated orientation for the TTL position F. In a broader aspect of the seat <NUM>, the angle α is between about <NUM> - <NUM>°, the angle β is between about <NUM> - <NUM>°, and the angle δ is between about <NUM> - <NUM>°. Optionally, the angle α is between about <NUM> - <NUM>°, the angle β is between about <NUM> - <NUM>°, and the angle δ is between about <NUM> - <NUM>°.

It is noted that the TTL position F is not likely to vary significantly from an almost entirely upright position, because there are aviation regulations that govern the seating position of passengers during taxi, takeoff, and landing. As a result, it is not possible to vary the TTL position F greatly without exceeding one or more of those aviation guidelines. The requirements for the TTL position F are understood to be known to those skilled in the art.

As should be apparent from <FIG>, when the seat <NUM> is in the TTL position F, the seat pan <NUM>, the lumbar cushion <NUM> and the backrest <NUM> are all angled with respect to the horizontal reference line <NUM> or the vertical reference line <NUM>. This orientation is intentional. When the seat <NUM> is in the TTL position F, the seat pan <NUM> is angled such that the backrest pivot point location P1 is lower than the seat pan pivot point location P2. With this orientation, the seat <NUM> will be more comfortable to the occupant when the seat is in the TTL position F. Similarly, by angling the lumbar cushion <NUM> and the backrest <NUM> together with the seat pan <NUM>, the seat <NUM> provides adequate back support for the occupant. In other words, the by angling the lumbar cushion <NUM> and the backrest <NUM> together with the seat pan <NUM>, the seat <NUM> provides a comfortable arrangement for the occupant. The combination of the angles for the seat pan <NUM>, the lumbar cushion <NUM>, and the backrest cooperate to provide a more comfortable seating position for the occupant when the seat <NUM> is in the TTL position F.

In the limited recline position G, which is illustrated in <FIG>, the angle α is approximately <NUM>°, the angle β is approximately <NUM>°, and the angle δ is approximately <NUM>°. As should be appreciated by those skilled in the art, these angles are merely exemplary of one contemplated orientation for the limited recline position F. In a broader aspect of the seat <NUM>, with respect to the limited recline position, the angle α is between about <NUM> - <NUM>°, the angle β is between about <NUM> - <NUM>°, and the angle δ is between about <NUM> - <NUM>°. Optionally, the angle α is between about <NUM> - <NUM>°, the angle β is between about <NUM> - <NUM>°, and the angle δ is between about <NUM> - <NUM>°.

As should be apparent from <FIG>, when the seat <NUM> is in the limited recline position G, the seat pan <NUM> forms a greater angle α with respect to the horizontal reference line <NUM> as compared with the TTL position F, described in connection with <FIG>. In addition, the lumbar cushion <NUM> forms a greater angle β with respect to the vertical reference line <NUM>. Similarly, the backrest <NUM> forms a greater angle δ with respect to the vertical reference line <NUM>.

It should be understood that the limited recline position G presents a configuration for the seat <NUM> where the occupant is maintained in a partially vertical orientation. This configuration is intended to provide adequate back and head support. It is for this reason, among others, that the headrest <NUM> remains in a substantially vertical position with respect to the backrest <NUM>.

In connection with the limited recline position G, it is noted that the seat pan pivot point location P2 has remained essentially unchanged from the location depicted for the TTL position F. This positioning is intentional. When a person is seated, the rear of the person's knees will be against the forward edge of the seat pan <NUM>. Although the seat <NUM> may be adjusted to different positions, the person's lower leg position remains unchanged unless the person stretches out. As such, to maintain a comfortable position, the seat pan pivot location P2 is unchanged from the TTL position F to the limited recline position G.

In the nap position H, which is illustrated in <FIG>, the angle α is approximately <NUM>°, the angle β is approximately <NUM>°, and the angle δ is approximately <NUM>°. As should be appreciated by those skilled in the art, these angles are merely exemplary of one contemplated orientation for the nap position F. In a broader aspect of the seat <NUM>, with respect to the nap position, the angle α is between about <NUM> - <NUM>°, the angle β is between about <NUM> - <NUM>°, and the angle δ is between about <NUM> - <NUM>°. Optionally, the angle α is between about <NUM> - <NUM>°, the angle β is between about <NUM> - <NUM>°, and the angle δ is between about <NUM> - <NUM>°.

In the nap position H, the seat <NUM> is configured to establish a cradled orientation for the passenger. As a result, the seat pan <NUM>, the lumbar cushion <NUM>, and the backrest <NUM> are at even greater angular orientations as compared with the limited recline position G. As should be apparent in this illustration, the seat <NUM> has a substantially curved orientation.

In the nap position H, the seat pan pivot point location P2 remains at substantially the same position as in the TTL position F and the limited recline position G. Again, this is intentional. As discussed above, to properly support a person in the seat <NUM> and to maintain the person's lower legs in a suitable orientation, the seat pan pivot point P2 is maintained in a substantially constant position. This remains true for the nap position H.

In connection with the TTL position F, the limited recline position G, and the nap position H, the seat pan pivot point location remains relatively fixed in its displacement distance from the horizontal reference line <NUM>. In other words, the seat pan pivot location P2 remains constant regardless of the particular seat position selected by the occupant. As discussed, this positioning is intentional. In each of the positions F, G, H, the person's legs remain unchanged in this disposition from the floor <NUM> of the cabin. As such, by maintaining the seat pan pivot location P2 in a fixed position, the occupant of the seat <NUM> will enjoy maximum comfort.

In the sleep position I, which is illustrated in <FIG>, the angle α is approximately <NUM>°, the angle β is approximately <NUM>°, and the angle δ is approximately <NUM>°. In other words, the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM> are aligned to establish a horizontal or substantially horizontal surface with respect to the horizontal line <NUM>.

With respect to the sleep position, the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM>, together, form a linear sleep surface <NUM>. The linear sleep surface <NUM> need not be parallel to the horizontal reference line <NUM>. To the contrary, the linear sleep surface <NUM> may be angled with respect to the horizontal reference line <NUM> by an angle α of-- <NUM> - <NUM>°. More specifically, the linear sleep surface <NUM> may be disposed with respect to the horizontal reference line <NUM> by an angle α of - <NUM> - <NUM>°. Still further, the linear sleep surface <NUM> may be disposed from the horizontal reference line by an angle α of - <NUM> - <NUM>°, with a preferred angle being - <NUM> - <NUM>°. As should be apparent to those skilled in the art, other angles α may be selected for the linear sleep surface <NUM>.

It is noted that, when the angle α is negative, as indicated above, this means that the seat pan <NUM> angles toward the floor at its forward edge <NUM>. With this orientation, when the seat <NUM> is in the sleeping position I, the occupant's head will be elevated slightly with respect to the occupant's feet.

As should be apparent from <FIG>, the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM> are oriented to form the linear sleep surface <NUM> when the seat <NUM> is in the sleeping position I. In this orientation, the seat pan pivot location P2 is in the same location as previously described with respect to the TTL position F, the limited recline position G, and the nap position H. It is noted, however, that the seat pan pivot location P2 does not need to be the same by comparison with the prior-described positions F, G, H, because the seat <NUM> has been oriented to form a bed for the occupant.

In connection with the seat <NUM>, it is contemplated that the seat will include a leg rest <NUM>, which is shown in dotted line format in <FIG>. The leg rest may swing outwardly from a position at the front of the seat <NUM>, along the line <NUM>, as indicated. In addition, the leg rest <NUM> may incorporate a footrest, which is not illustrated.

In further connection with the seat <NUM>, it is contemplated that at least the seat pan <NUM>, the lumbar cushion <NUM>, and the backrest <NUM> will be employed to accommodate the passenger and provide comfortable support.

Additionally, any one of the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, the headrest <NUM>, and the leg rest <NUM> may include multiple segments. Each of the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, the head rest <NUM>, and the leg rest <NUM> are shown as unitary elements (or singular segments) of the seat <NUM>. It is contemplated that one or more of these elements may comprise multiple segments that are articulatable with respect to one another.

With further reference to the seat <NUM> illustrated in <FIG>, as should be apparent, each of the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, the head rest <NUM>, and the leg rest <NUM> are articulatable with respect to one another. While four positions are illustrated, the TTL position F, the limited recline position G, the nap position H, and the sleep position I, the seat <NUM> may take another other intermediate position that may be selected by the occupant. Accordingly, these four positions F, G, H, I are exemplary of the different configurations of the seat <NUM>.

Optionally, it is contemplated that the lumber cushion <NUM> will be eliminated altogether. As a result, the backrest <NUM> is contemplated to extend to a location adjacent to the rear edge of the seat pan <NUM>, thereby extending into the space occupied by the lumbar cushion <NUM>. Without the lumbar cushion <NUM>, it is contemplated that the backrest <NUM> may be disposed at an angle δ and the seat pan <NUM> may be disposed at an angle α that differ from the angles described above.

While excluding the lumbar cushion <NUM>, when in the seat <NUM> is in the TTL position F, the angle α is contemplated to be about <NUM>° and the angle δ is contemplated to be about <NUM>°, more specifically <NUM>°. In a more broad context for the TTL positon F, the angle α is contemplated to fall within a range of <NUM> - <NUM>° and the angle δ is contemplated to fall within a range of about <NUM> - <NUM>°. Optionally, the angle α is contemplated to fall within a range of <NUM> - <NUM>° and the angle δ is contemplated to fall within a range of about <NUM> - <NUM>°. Optionally, the angle α may fall within a range of <NUM> - <NUM>° and the angle δ may fall within a range of about <NUM> - <NUM>°.

While excluding the lumbar cushion <NUM>, when in the seat <NUM> is in the napping position H, the angle α is contemplated to be about <NUM>° and the angle δ is contemplated to be about <NUM>°, specifically <NUM>°. In a more broad context for the napping position H, the angle α is contemplated to fall within a range of <NUM> - <NUM>° and the angle δ is contemplated to fall within a range of about <NUM> - <NUM>°. Optionally, the angle α is contemplated to fall within a range of <NUM> - <NUM>° and the angle δ is contemplated to fall within a range of about <NUM> - <NUM>°. Optionally, the angle α may fall within a range of <NUM> - <NUM>° and the angle δ may fall within a range of about <NUM> - <NUM>°.

<FIG> provides a perspective illustration of a seat <NUM>. The seat <NUM> includes a seat pan <NUM>, a lumbar cushion <NUM>, and a backrest <NUM>. For simplicity, the headrest is omitted from the seat <NUM> illustrated in <FIG>. As should be apparent, a headrest may be included, consistent with the discussion provided above with respect to <FIG>. The seat <NUM> includes two armrests <NUM>, <NUM>.

<FIG> also illustrates a storage tray <NUM> that is included in the armrest <NUM>. The storage tray <NUM> includes a bin portion <NUM> and an end <NUM>. The storage tray <NUM> slides into and out from the arm rest <NUM> in the direction of the arrow <NUM>.

Shown in <FIG>, it is contemplated that the storage tray <NUM> will be provided in only one of the two armrests <NUM>, <NUM>. However, the storage tray <NUM> may be provided in both armrests <NUM>, <NUM>.

The storage tray <NUM> is intended to be provided for passenger convenience. The storage tray may accommodate personal belongings of the passenger. As such, the passenger may readily access those personal items during flight.

<FIG> is a perspective illustration of a seat <NUM>. The seat <NUM> is similar to the seat <NUM> in that the seat <NUM> includes a seat pan <NUM>, a lumbar cushion <NUM>, a backrest <NUM>, and two armrests <NUM>, <NUM>. Optionally, a storage bin <NUM> is provided in the armrest <NUM>. Here, the storage bin <NUM> includes a cover <NUM> that pivots outwardly from the seat <NUM> in the direction of the arrow <NUM>. When the cover <NUM> is opened, the passenger may access any items contained therein.

Optionally, it is contemplated that the storage bin <NUM> may be provided in either armrest <NUM>, <NUM>. However, as should be immediately apparent, it is more likely that the storage bin <NUM> will be provided only in the armrest <NUM> that is adjacent to an aisle in the aircraft. If provided in the armrest <NUM> that is adjacent to another seat <NUM> or next to a bulkhead, it may not be possible to open the cover <NUM>.

Optionally, it is contemplated that the seat <NUM>, <NUM> may include a storage tray <NUM> in one armrest and a storage bin <NUM> in the other.

<FIG> is a side view, graphical representation of a seat <NUM>. It is intended to operate in the same manner as the seat <NUM> discussed in connection with <FIG>. As such, the seat <NUM> is contemplated to provide a TTL position F, a limited recline position G, a nap position H, and a sleep position I. <FIG> illustrates the seat <NUM> in a limited recline position G.

For reference, the seat <NUM> includes a seat pan <NUM>, a lumbar cushion <NUM>, a backrest <NUM>, and a headrest <NUM>. In addition, the seat <NUM> includes armrests <NUM>. The backrest pivot location P1 and the seat pan pivot location P2 are provided in this view.

Optionally, the seat <NUM> and the armrests <NUM> are contemplated to move in coordination with one another to provide the passenger with a high level of comfort. So that the various elements of the seat <NUM> may cooperate with the armrests <NUM>, the armrests <NUM> are provided with a slot <NUM>. A sliding pivot S1 is disposed with the slot <NUM>. As the seat pan <NUM> moves between the TTL position F and the sleep position I, the sliding pivot S1 moves within the slot <NUM>. In addition, this seat <NUM> includes a third pivot P3. The third pivot P3 is positioned at the top end of the lumbar cushion <NUM> and fixes the top end of the lumbar cushion to the armrests <NUM>.

With respect to the seat <NUM>, one aspect lies in the changing relationship between the seat pan <NUM> and the top <NUM> of the armrests <NUM>. Specifically, as the seat <NUM> transitions from the TTL position F to the sleep position I, the depth of the seat pan <NUM> with respect to the tops <NUM> of the armrests (also referred to as the armrest height, h) decreases. One reason for this is that the passenger's position with respect to the tops <NUM> of the armrests <NUM> changes as the orientation of the seat <NUM> changes. To this end, as the passenger reclines from the TTL position F, it becomes increasingly more comfortable for the seat pan <NUM> to establish a shallower armrest height h.

<FIG> illustrates the seat <NUM> in the TTL position F. As indicated the sliding pivot S1 is located at a bottom point of the slot <NUM>.

<FIG> is a side view, graphical illustration of the seat <NUM> when in the limited recline position G. As is apparent, the sliding pivot S1 is at an elevated position with respect to the position illustrated in <FIG>.

<FIG> is a side view, graphical illustration of the seat <NUM> in the napping position G. This view is similar to the view provided in <FIG>.

With respect to the sleep position I, it is contemplated that the seat pan <NUM> will be flush with the tops <NUM> of the armrests <NUM> as illustrated in <FIG>. As such, the passenger occupying the seat <NUM> in the sleep position I has no impediment to ingress and egress from the seat <NUM> in the sleep position I. Moreover, with the tops <NUM> of the armrests <NUM> flush with the seat pan <NUM>, the occupant enjoys a wider sleeping surface, which includes the tops <NUM> of the armrests <NUM>. In other words, the tops <NUM> of the armrests <NUM> increase the width of the sleeping surface when the tops <NUM> of the armrests <NUM> are flush with the seat pan <NUM>.

Optionally, the seat pan <NUM> will not be flush with the tops <NUM> of the armrests <NUM>. Instead, the armrests <NUM> will be slightly higher than the tops <NUM> of the armrests <NUM>. With this, the armrests <NUM> continue to provide at least a minimal amount of lateral containment for a passenger within the seat <NUM>.

Optionally, the seat <NUM> may be positionable between a height where the seat pan <NUM> is flush with the tops <NUM> of the armrests <NUM>. The seat pan <NUM> also may be positionable such that it is slightly lower than the tops <NUM> of the armrests <NUM>. Still other variations may be appreciated by those skilled in the art.

With respect to the seat <NUM>, it is noted that the slidable pivot S1 also may be slidable within the seat pan <NUM> so that the seat pan <NUM> may move in relation to the slot <NUM> in the armrests <NUM> in an unimpeded fashion.

As should be apparent from <FIG>, the armrest height h may be measured from any position along the length of the seat pan <NUM> and the armrests <NUM>. Since the seat pan <NUM> forms an angle with respect to the tops of the armrests <NUM>, the distance will vary from one position to the next. It should be understood that, regardless of the location where the armrest height h is measured, the armrest height h will decrease from the TTL position F to the limited recline position G. Similarly, the armrest height h will decrease from the limited reline position G to the napping position H. In addition, the armrest height h will decrease further from the napping position H to the sleeping position I. As should be apparent from <FIG>, the armrest height h is <NUM> inches (<NUM>) in the sleeping position I.

Optionally, it is contemplated that the storage tray <NUM> and/or the storage bin <NUM> will be combined with the features illustrated in <FIG>.

It is noted that <FIG> are intended to illustrate the general concept of a seat pan <NUM> that is movable with respect to the tops <NUM> of the armrests <NUM>. These illustrations are not intended to be exact with regard to proportions or dimensions, but are merely graphical representations of the concept.

With continued reference to <FIG>, the pivot P3 remains in the same position with respect to the armrests <NUM>, regardless of the selected position F, G, H, I of the seat <NUM>. In this, the seat pan pivot location P2 remains in a fixed relation to the floor <NUM>. As such, as the seat <NUM> transitions from one position F, G, H, I to another, the effect is that the armrests <NUM> move toward the floor <NUM>, thereby lowering in overall height with respect to the floor <NUM>.

<FIG> is a side view illustration. <FIG> is a side view graphical illustration of a seat <NUM> with a seat pan <NUM>, a lumbar cushion <NUM>, a backrest <NUM>, and a headrest <NUM>. The bottom end of the lumbar cushion <NUM> is provided with a weight-responsive mechanism <NUM> at the pivot location P4.

The weight-responsive mechanism <NUM> at pivot point P4 may be a spring-biased mechanism. Alternatively, the weight-responsive mechanism <NUM> may incorporate a pneumatic cylinder. There are virtually limitless designs for the weight-responsive mechanism <NUM> that is provided at pivot position P4. As a result, an exhaustive list of possible constructions is not provided herein.

It is contemplated that the weight-responsive mechanism <NUM> will permit the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM> to move in response to the weight of the passenger in the seat <NUM>. Specifically, it is contemplated that the back of the seat (which encompasses the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM>) will be permitted to move within a range of positions designated by the angle ε.

Since it is difficult to design a seat <NUM> that accommodates every passenger weight and type, the weight-responsive mechanism <NUM> is included at least at the pivot point P4. The weight-responsive mechanism <NUM> adjusts the seat, within the limits of the angle ε to accommodate various human parameters, specifically the weight of the occupant of the seat <NUM>.

With respect to the seat <NUM>, it is contemplated that a more robust person (i.e., a heavier or larger person) will exert a greater force on the weight-responsive mechanism <NUM> than a person with a slighter build (i.e., a lighter or smaller person). The back of the seat <NUM> is designed to move rearwardly in response to the weight of the individual in the seat <NUM>. As such, the weight-responsive mechanism <NUM> is designed to provide a greater level of comfort to the passenger in the seat <NUM>. As should be apparent, when a heavy person sits on the seat <NUM>, the weight-responsive mechanism <NUM> will exert a greater resistive force than when a light person sits on the seat <NUM>. The magnitude of the resistive force applied by the weight-responsive mechanism <NUM> is proportional to the weight of the occupant in the seat <NUM>.

In connection with the weight-responsive mechanism <NUM>, it is contemplated that the mechanism <NUM> may be adjustable. As such, it is possible for the passenger to change the manner in which the seat <NUM> responds to his or her weight.

Because of the various regulations associated with the TTL position F of the seat, it is contemplated that the angle ε will be modest. In addition, it is contemplated that the weight-responsive mechanism <NUM> may be locked so as not to provide a weight-responsive reaction when the seat <NUM> is in the TTL position F.

The angle ε is contemplated to fall within a range of <NUM> - <NUM>°. Optionally, the range for the angle ε is between about <NUM> - <NUM>°, with a preferred angle of about <NUM>°. Optionally, the preferred angle is about <NUM>° ± <NUM>°.

It is also contemplated that the weight-responsive mechanism <NUM> may be electromechanical in its design. If so, the weight responsive mechanism may sense the weight of the person and respond accordingly. Details of this are provided in connection with <FIG>, which are discussed below.

It is noted that there are a large number of possible devices and/or schemes that may be employed for the weight-responsive mechanism <NUM>.

In addition, while the weight-responsive mechanism <NUM> is contemplated to be positioned at pivot position P4, it is contemplated that the weight-responsive mechanism <NUM> may have a distributed architecture. In other words, it is contemplated that the weight-responsive mechanism <NUM> may incorporate devices at each of the articulation joins between the seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM>.

With continued reference to the weight-responsive mechanism <NUM>, it is contemplated that the mechanism <NUM> will be locked or disabled when the seat <NUM> is in the sleep position I. Specifically, it is contemplated that the back of the seat <NUM> should be fixed (or locked) into a horizontal condition when the seat is in the sleep position I. If not, there is the potential that the back of the seat <NUM> would move with respect to the horizontal reference line <NUM> when the seat is in the sleep position I. This has the potential for making the seat <NUM> uncomfortable to the passenger.

<FIG> illustrates a swivel mechanism <NUM>. <FIG> is a graphical, top view of a swivel mechanism <NUM>.

As may be apparent to those skilled in the art, it is possible for the seat <NUM> on an aircraft to swivel from a forward-facing position <NUM> to an inboard-facing position <NUM>. In other words, the seat <NUM> may be rotated through an angle of <NUM>° to go from a position parallel to the longitudinal axis of the aircraft to a position that is perpendicular to the longitudinal axis of the aircraft.

It is contemplated that a passenger may desire to rotate the seat <NUM> through a <NUM>° rotation when configuring the seat <NUM> into the sleep position I. As should be apparent to those skilled in the art, there may be insufficient room, in the forward-facing direction <NUM> to permit the passenger to transition the seat <NUM> to the sleep position I. As a result, it may be necessary for the seat <NUM> to be rotated, as described, before transitioning to the sleep position I.

Optionally, the seat <NUM> may be rotated through <NUM>° of rotation so that the seat <NUM> faces in an opposite direction to the initial orientation before transitioning to the sleep position I. Optionally, the seat <NUM> may rotate through any suitable angle from <NUM> - <NUM>°.

When rotating a seat <NUM> from the forward-facing direction <NUM> to the inboard-facing direction <NUM> (or any other, alternative angular position), it is necessary to take into account physical obstacles, such as the fuselage (or sidewall) of the aircraft (and any bulkheads). So that no portion of the seat <NUM> impacts with the fuselage of the aircraft, it may also be necessary (depending on the positioning of the seat <NUM> on the aircraft) for the seat <NUM> to move laterally, in the inboard-facing direction <NUM>, by a predetermined distance.

With reference to <FIG>, the seat <NUM> is not illustrated. Instead, <FIG> provides a graphical representation of the support <NUM> underneath the seat <NUM>. The support <NUM> includes longitudinal rails <NUM>, <NUM>. The longitudinal rails <NUM>, <NUM> extend along the longitudinal axis of the aircraft. In other words, the longitudinal rails <NUM>, <NUM> are parallel to the tracks (not shown) disposed in the floor <NUM> to which the seat <NUM> is attached.

The longitudinal rails <NUM>, <NUM> permit the seat <NUM> to be moved forwardly and rearwardly, with respect to the longitudinal axis of the aircraft.

As should be apparent to those skilled in the art, furniture on an aircraft is secured to tracks that are embedded into the floor <NUM> of the cabin. Once installed on a track at a particular location, it is not possible for the furniture to be moved (at least not without proper tools).

Despite the secure attachment of a seat <NUM> to the tracks in the floor <NUM> of an aircraft, it may be desirable for the seat <NUM> to be afforded limited movement in both the fore-aft direction and in the port-starboard direction. For example, some aircraft include tables adjacent to or in front of the seats <NUM>. It may be desirable, therefore, for a passenger to move his or her seat <NUM> forward or to the side to position the seat <NUM> nearer to the table.

To permit movement of the seat <NUM>, the seat <NUM> is connected to the swivel <NUM>. The swivel <NUM> is connected, via trucks <NUM> to longitudinal rails <NUM>, <NUM>. Therefore, while the longitudinal rails <NUM>, <NUM> are fixed in relation to the floor <NUM>, the seat <NUM> may move along the rails <NUM>, <NUM> via the trucks <NUM>. Similarly, the swivel <NUM>, which is disposed on a frame <NUM>, connects to trucks <NUM> that ride on lateral rails <NUM>, <NUM>. In this manner, the seat <NUM> is permitted to move in port and starboard directions within the aircraft.

If a passenger wishes to rotate his or her seat <NUM> to be aligned with the inboard direction <NUM>, the passenger need only rotate his or her seat by <NUM>°. To avoid impacting with the fuselage, an adjacent bulkhead, or an adjacent seat, the swivel <NUM> is provided with a cam <NUM>. Similarly, the longitudinal rail <NUM> is provided with a protrusion <NUM>. When the seat <NUM> is rotated in the direction of the arrow <NUM>, the cam <NUM> interacts with the protrusion <NUM> to push the seat <NUM> in the inboard direction <NUM>, thereby avoiding the adjacent obstacle.

As should be apparent from <FIG>, the cam <NUM> and protrusion <NUM> (or follower) are disposed on the side of the seat <NUM> where an obstruction is present. The cam <NUM> and follower <NUM> may be positioned at any location beneath the seat, in connection with the swivel <NUM>, as required or as desired. Moreover, while a cam <NUM> and a protrusion <NUM> are illustrated, other configurations may be employed.

Optionally, it is contemplated that multiple cams <NUM> and protrusions <NUM> may be employed, as required or as desired, without departing from the scope of the present invention.

<FIG> is a graphical, front view of a seat <NUM> according to the present invention. The seat <NUM> includes a seat pan <NUM>, a lumbar cushion <NUM>, a backrest <NUM>, a headrest <NUM>, and two armrests <NUM>, <NUM>.

With respect to the headrest <NUM>, one embodiment of the invention contemplates that the headrest <NUM> will be mounted on a support (not shown) such that the headrest <NUM> pivots at a point near to or at the top of the headrest <NUM>. In this embodiment, the headrest <NUM> is understood to be mounted on a frame that extends upwardly from the backrest <NUM> (or some other structure). The headrest <NUM> is mounted to the support at the top of the headrest <NUM> or a position near to the top of the headrest <NUM>. As such, the headrest <NUM> pivots outwardly from the support rather than pivoting forwardly, as is the case when the headrest <NUM> is mounted at a point on or near the top end of the backrest <NUM>.

In <FIG>, the locations of various controls are provided. Specifically, on the armrest <NUM>, a control <NUM> for locking and unlocking the tracking of the base is provided. This control <NUM> permits the user to unlock the seat <NUM> so that it may be moved in the forward or rearward direction <NUM> or the inboard or outboard direction <NUM>. Once the passenger has moved the seat <NUM> to the suitable position, the passenger may re-engage the control <NUM> to lock the seat <NUM> in the selected position.

With respect to the control <NUM>, the switch employed may be mechanical, electrical, electromechanical, pneumatic, or any of a very large number of different types of switches. The precise construction of the control is not critical to the present invention. It is contemplated that the control <NUM> will be actuated to unlock the tracking of the base. In addition, it is contemplated that actuation of the control <NUM> also will lock the tracking of the base.

In the case of an electrical switch, for example, if the occupant of the seat <NUM> depresses the control <NUM> in a first instance, the tracking of the seat <NUM> will be released or unlocked to permit the seat <NUM> to move freely in the directions <NUM>, <NUM>. When the occupant of the seat <NUM> depresses the switch <NUM> in a subsequent instance, the tracking of the seat <NUM> is locked so that the seat <NUM> is maintained in the selected position.

The armrest <NUM> includes a control <NUM> that permits the passenger to lock or unlock the swivel and recline features of the seat <NUM>. Specifically, upon unlocking the control <NUM>, the passenger may manipulate the seat <NUM> to an appropriate swiveled and/or reclined orientation. Once placed into the desired configuration, the passenger may engage the lock, via the control <NUM>, to fix the seat <NUM> in the selected position.

The control <NUM> is contemplated to function in the same manner as the control <NUM>. As should be immediately apparent, this is not required to practice the present invention. The controls <NUM>, <NUM> may operate in different manners without departing from the scope of the present invention.

With respect to the control <NUM>, the switch employed may be mechanical, electrical, electromechanical, pneumatic, or any of a very large number of different types of switches. The precise construction of the control is not critical to the present invention. It is contemplated that the control <NUM> will be actuated to unlock the swivel and recline positions of the seat <NUM>. In addition, it is contemplated that actuation of the control <NUM> also will lock the swivel and recline positions of the seat <NUM>.

In the case of an electrical switch, for example, if the occupant of the seat <NUM> depresses the control <NUM> in a first instance, the swivellability/reclinability of the seat <NUM> will be released or unlocked to permit the seat <NUM> to move freely in from the TTL position F to any other selected swiveled/reclined position. When the occupant of the seat <NUM> depresses the switch <NUM> in a subsequent instance, the swiveled/reclined position of the seat <NUM> is locked so that the seat <NUM> is maintained in the selected position. As should be apparent, the same operation controls the swivel position of the seat <NUM>, at least in one contemplated embodiment of the invention.

Underneath the seat <NUM> is a manual override pedal <NUM>. The manual override pedal <NUM> is provided so that a steward or stewardess may override the locks on the seat <NUM> so that the seat <NUM> may be returned to its initial position (for taxi, take-off, and landing, for example).

It is noted that the seat <NUM> of the present invention is contemplated to be entirely mechanical in its operation. As such, the seat <NUM> is contemplated to be devoid of electrical or pneumatic controls of any kind. So constructed, it is contemplated that the seat <NUM> of the present invention will be light in weight and, therefore, not reduce the range of the aircraft. As should be apparent to those skilled in the art, the greater the weight of an aircraft, the more fuel that is required for the aircraft to reach its destination. As a result, the greater the weight of the seat <NUM>, the smaller the range (or distance travelable) by the aircraft when the fuel tanks are filled to capacity. As should be apparent to those skilled in the art, the "range" of an aircraft is a measure of the distance that an aircraft is capable of flying on a full "tank of gas," taking into account factors such as the maximum takeoff weight limit for the aircraft. This is not to say that the aircraft fuel tanks are filled to <NUM>% capacity. This definition takes into account the permissible takeoff weight of the aircraft, which may necessitate a fuel burden of less than <NUM>% of the fuel tank capacity.

The present invention is not intended to be limited to a solely mechanical operation. To the contrary, seats <NUM> that incorporate electromechanical and/or pneumatic operations, among others, also are intended to fall within the scope of the present invention.

With respect to the various components of the seat <NUM>, it is contemplated that the frame elements of the seat <NUM> will be made from aluminum or an aluminum alloy. Aluminum is very strong and lightweight. Alternative materials include, but are not limited to iron and its alloys, including steels, titanium and its alloys, magnesium and its alloys, beryllium and its alloys, carbon fiber composites, aramid fiber composites, nylon, plastics, polymers, and the like. The seat pan <NUM>, the lumbar cushion <NUM>, the backrest <NUM>, and the headrest <NUM> are contemplated to be a combination of a foam core covered in a suitable material such as leather, cloth, vinyl, or the like.

<FIG> is a schematic illustration of one contemplated method for the operation of the seat <NUM> that is illustrated in <FIG>. For ease of discussion, the definitions of the TTL position F, the limited recline position G, the napping position H, and the sleep position I are applicable to this schematic illustration.

Before discussing the various steps that are illustrated in <FIG>, the seat <NUM> is intended to include a device that can sense the presence of a person sitting therein. Any suitable weight sensor <NUM> may be incorporated into the seat pan <NUM>, as should be apparent to those skilled in the art.

The operation of the seat <NUM> is summarized by the flow chart of <FIG>. The method <NUM> begins at step <NUM>, which is where the user sits in the seat <NUM>. The method then proceeds to the step of sensing the weight of the passenger at step <NUM>. Here, the pressure sensor (or weight sensor) detects the presence of an occupant in the seat <NUM>.

At the pressure sensing step <NUM>, a determination is made based on the weight detected in the seat. The predetermined weight threshold may be any suitable amount. In the illustrated example, the predetermined threshold weight (or mass) is <NUM> pounds (<NUM>). In the pressure sensor detects a weight of less than <NUM> pounds (<NUM>), the method proceeds to a deactivation step <NUM>. At the deactivation step <NUM>, the seat <NUM> is locked so that it cannot be moved from its initial position, regardless of what controls are manipulated. The deactivation of the seat <NUM> is not released until the person leaves the seat <NUM>.

If the pressure sensing step <NUM> determines that the weight of the occupant exceeds <NUM> pounds (<NUM>), the method proceeds to an activation step <NUM>, where all of the controls for the seat <NUM> are made available to the occupant.

After the activation step <NUM>, the method proceeds to a weight feedback adjustment step <NUM>. The weight feedback adjustment step <NUM> provides a force feedback that is applied to the seat <NUM> depending upon the weight of the occupant. This may include, but is not limited to, adjustment of the weight-responsive mechanism <NUM>.

It is contemplated that the seat <NUM> will incorporate one or more weight-responsive elements that may be control mechanically, electrically, or otherwise to adjust the responsive characteristics of the seat <NUM> when occupied. At the weight feedback adjustment step <NUM>, a central processor unit ("CPU") or similar device (i.e., a mechanical compensator) provides a weight feedback so that the occupant is made as comfortable as possible while seated in the seat <NUM>.

It is noted that, if the seat <NUM> is provided with an automatic weight-responsive mechanism <NUM> (or similar compensator), the step <NUM> may be omitted from the operational scheme <NUM>.

After the weight feedback adjustment step <NUM>, the method <NUM> proceeds to the TTL determination step <NUM>. At this step, the method determines if the aircraft is in a TTL mode of operation. This may be indicated by an electrical signal that is inputted into the CPU by a pilot, co-pilot, or flight crew member, for example. Alternatively, the TTL flight condition may be manually inputted into the seat <NUM> via a master activation switch that is activated by a crew member, for example. This includes, for example, release of a manual lock.

Regardless of the manner in which the TTL condition is inputted in to the seat <NUM>, if it is determined that the aircraft is in a TTL mode of operation, the method proceeds to a second deactivation step <NUM>. At the deactivation step <NUM>, the controls <NUM>, <NUM> on the seat <NUM> are deactivated so that the occupant cannot reconfigure the seat <NUM> from the TTL position F.

If the aircraft is not in a TTL mode of operation, the method proceeds to an activation step <NUM>. The activation step <NUM> may be initiated by computer control, an unlock command issued by the pilot or crew, or a command issued by the passenger by activation of one of the controls <NUM>, <NUM>. Still other signals may be employed to activate the seat <NUM>.

If the aircraft is not in a TTL mode of operation, the method <NUM> proceeds to accept commands at a TTL command input step <NUM>. The TTL command input step <NUM> may receive commands from either one or both of controls <NUM>, <NUM>. At this step, the seat is in the TTL position F. If the occupant of the chair actuates the control <NUM>, the base tracking is unlocked and the seat <NUM> is permitted to travel on the longitudinal rails <NUM>, <NUM> and/or the lateral rails <NUM>, <NUM>. If the control <NUM> is released at the base tracking lock step <NUM>, the locks for the base tracking engage and the seat <NUM> becomes fixed in the position selected. Similarly, if the control <NUM> is depressed, the swivel and recline features are unlocked. When the control <NUM> is released at the swivel and release lock step <NUM>, the swivel and recline features become locked in their current condition. As may be appreciated, the controls <NUM>, <NUM> may be actuated repeatedly. As should be apparent, the control <NUM> provides a locking and unlocking function with respect to the rails <NUM>, <NUM>, <NUM>, <NUM>. The control <NUM> provides a locking and unlocking function with respect to the swivel <NUM> and a recline mechanism that supports the various elements of the seat <NUM>.

When the seat <NUM> reaches the limited recline position G, the method proceed to the limited recline command receive step <NUM>. At the limited recline position G, a position sensor in the seat <NUM> and a stopper pause the seat <NUM> in the limited recline position G. If the occupant actuates the control <NUM>, the seat <NUM> proceeds from the limited recline position G to the napping position H.

When the seat <NUM> reaches the napping position H, the seat <NUM> again stops at this preset position. This position is indicated by the napping position command receive step <NUM>. At this point, the track and swivel control reaches a limit condition and becomes locked so that the occupant cannot proceed to the sleeping position I without additional interaction. This additional interaction is contemplated to involve assistance from a crew member.

After reaching the limit at the napping position I, control of the seat <NUM> may be reversed to the TTL position F, whereupon the above described method may be repeated. When in the napping mode H, if the control <NUM> is actuated, the seat <NUM> is unlocked at the release step <NUM> so that the seat <NUM> may return to the TTL position F.

If the occupant wishes the seat <NUM> to be configured for the sleep position I, the general manual override switch <NUM> is depressed at the manual override step <NUM>. The seat <NUM> may then be manipulated into the horizontal or sleep position I, at which time the sensors measure that the seat <NUM> is in the sleep position I and lock the seat <NUM> in the sleep position I. This occurs at the sleep position locking step <NUM>. The seat <NUM> may be released from the sleep position I by actuating the manual override switch <NUM> at the manual override step <NUM>. Once released from a locked condition, the seat <NUM> may return to the TTL position F or any other intermediate position selected by the occupant.

As may be apparent from the discussion of the method illustrated in <FIG>, the seat <NUM> is contemplated to move from one preset position F, G, H, I by actuating one or more of the control switches <NUM>, <NUM>, <NUM>. With only three control switches at the occupant's command, the operation of the seat <NUM> is considerably simpler than prior art aircraft seats. In addition, the four preset positions F, G, H, I have been selected as the positions most likely to be selected by an occupant.

As discussed, the operation of the seat <NUM> may be mechanical, electrical, pneumatic, or any combination of these methodologies, among others. While the seat <NUM> is contemplated to be operated primarily mechanically, an electromechanical operation is optional.

Reference is now made to <FIG>, which is a graphical illustration of a further seat <NUM>. The seat <NUM> is illustrated in a simple, graphical manner to show that the seat portion <NUM>, which accommodates a person, is disposed atop a swivel <NUM>, which is disposed atop a tracking device <NUM>. The tracking device <NUM> includes a lateral tracking segment <NUM> and a longitudinal tracking segment <NUM>. The tracking device <NUM> is secured to the floor <NUM> of the aircraft in the manner discussed above.

The seat portion <NUM> is delineated by the trapezoidal region depicted in <FIG>. The seat portion <NUM> is intended to encompass a seat pan, seat cushion, seat back, arm rests, and other portions of the seat <NUM> that support a person in a seated position.

The tracking device includes the lateral tracking segment <NUM> and the longitudinal tracking segment <NUM>. The lateral tracking segment <NUM> permits the seat portion <NUM> to move in a direction that is parallel to a line traversing the aircraft in the lateral direction. In other words, the lateral tracking segment <NUM> permits an occupant of the seat <NUM> to move the seating portion <NUM> side to side. The longitudinal tracking segment <NUM> permits the seat portion <NUM> to be moved along a line parallel to the longitudinal axis of the aircraft. As should be apparent, the directions described above are in relation to the seat <NUM> when oriented in a forward-facing direction in the aircraft.

The longitudinal tracking segment <NUM> is attached to the floor <NUM> of the aircraft, beneath the lateral tracking segment <NUM>. As should be apparent to those skilled in the art, optionally, the lateral tracking segment <NUM> may be attached to the floor <NUM> and support the longitudinal tracking segment <NUM>.

Optionally, the lateral tracking segment <NUM> and the longitudinal tracking segment <NUM> may be combined together on the same plane to form the tracking device <NUM>. Here, the tracking segments <NUM>, <NUM> are not stacked atop one another.

The seat <NUM>, the swivel <NUM> is positioned atop the tracking device <NUM>, between the seat portion <NUM> and the tracking device <NUM>. This orientation departs from seats where the swivel <NUM> is connected to the floor <NUM> and the tracking device <NUM> is mounted above the swivel <NUM>. When the tracking device <NUM> is attached atop the swivel <NUM>, the positioning of the seat portion <NUM> moves according to a less than intuitive motion, as should be apparent to those skilled in the art. The less than intuitive motion is especially pronounced when the seat portion <NUM> is tracked laterally or longitudinally before swiveling. Therefore, positioning the swivel <NUM> atop the tracking device <NUM> is considered to be a more attractive construction for the seat <NUM>.

As should be apparent from the foregoing, the construction of the seat <NUM> provides a more natural and expected motion of the seating portion <NUM> because the swivel <NUM> is supported by the tracking device <NUM>. Here, the swivel <NUM> is understood to define a swivel axis beneath the seat portion <NUM>, extending vertically through the seat portion <NUM>. In other words, the seat portion <NUM> lies on the swivel axis. No matter the location of the seat portion <NUM> with respect to the tracking device <NUM>, the positioning of the swivel <NUM> permits the seat portion <NUM> to rotate about the seat axis. As such, regardless of the position of the seat portion <NUM> with respect to the tracking device <NUM>, the seat portion <NUM> always spins on its axis, which is the same as the swivel axis.

As should be apparent, where the swivel <NUM> is connected to the floor <NUM> of the aircraft and the tracking device <NUM> is mounted above the swivel <NUM>, the rotational axis of the swivel <NUM> remains stationary. With this construction, the swivel axis does not move together with the seat portion <NUM>. As a result, when the seat portion <NUM> is moved laterally or longitudinally, as permitted by the tracking device <NUM>, the seat portion <NUM> no longer lies on the swivel axis. When the seat portion <NUM> is moved away from the swivel axis, the seat portion <NUM> is at a dislocated position with respect to the swivel axis. In this dislocated position, is the seat portion <NUM> is rotated about the swivel axis, the seat portion <NUM> travels in an arc with respect to the swivel axis. This type of motion is less intuitive and natural for an occupant of the seat <NUM>.

<FIG> is an exploded view of a seat <NUM> consistent with <FIG>. The seat <NUM> includes a headrest <NUM>, a backrest <NUM>, a lumbar cushion <NUM>, and a seat cushion <NUM>. The seat <NUM> also includes two armrests <NUM>, <NUM>. The seat cushion <NUM> is mounted atop a seat pan <NUM> that is connected to a reclining mechanism box <NUM>. The reclining mechanism box <NUM> is mounted atop a swivel <NUM>. The swivel <NUM> is connected to a tracking device <NUM>, which is connected to the floor of the aircraft.

As should be apparent from <FIG>, the tracking device <NUM> includes a longitudinal tracking segment <NUM> and a lateral tracking segment <NUM>. The longitudinal tracking segment <NUM> includes two longitudinal tracks <NUM>, <NUM>. Similarly, the lateral tracking segment <NUM> includes two lateral tracks <NUM>, <NUM>.

Unlike <FIG>, in <FIG>, the longitudinal tracking segment <NUM> is mounted atop the lateral tracking segment <NUM>. As described above, the longitudinal tracking segment <NUM> allows the seat <NUM> to translate in the longitudinal direction of the aircraft. Similarly, the lateral tracking segment <NUM> allows the seat <NUM> to translate in the lateral direction of the aircraft.

As also shown in <FIG>, the seat <NUM> includes two reclining arms <NUM>, <NUM>. The front ends of the reclining arms <NUM>, <NUM> pivotally connect to the reclining mechanism box <NUM> at a bore <NUM> in the reclining mechanism box <NUM>. The reclining arms <NUM>, <NUM> are connected to the reclining mechanism box <NUM> in a manner permitting the reclining arms <NUM>, <NUM> to pivot around an axis defined by the bore <NUM>. In this manner, the seat <NUM> may recline to a plurality of positions.

Each of the reclining arms <NUM>, <NUM> include upper segments <NUM>, <NUM>, which are pivotally connected via respective pivots <NUM>, <NUM>. The pivots <NUM>, <NUM> permit the upper segments <NUM>, <NUM> to change their angular positions with respect to the reclining arms <NUM>, <NUM>, thereby enhancing the comfort of the seat <NUM>.

With continued reference to <FIG>, the seat pan <NUM> includes two protrusions <NUM>, <NUM> that engage slots <NUM>, <NUM> in the armrest <NUM>. The other side of the seat pan <NUM> also includes two protrusions that engage slots in the armrest <NUM>. The protrusions <NUM>, <NUM> and slots <NUM>, <NUM> cooperate to adjust the height of the armrest <NUM> with respect to the seat cushion <NUM>. This operation is discussed above in connection with the seat of the present invention and, therefore, further discussion is not repeated here.

Claim 1:
A vehicle seat (<NUM>), comprising:
a seat (<NUM>) comprising
a seat pan (<NUM>), having a seat pan front edge and a seat pan rear edge, wherein the seat pan front edge defines a first pivot point and the seat pan rear edge defines a second pivot point;
a backrest (<NUM>), having a backrest top edge and a backrest bottom edge, wherein the backrest bottom edge is articulately disposed adjacent to the seat pan rear edge; and
a headrest (<NUM>), having a headrest top edge and a headrest bottom edge,
wherein the seat pan (<NUM>), the backrest (<NUM>), and the headrest (<NUM>) are positionable with respect to one another such that the seat (<NUM>) is configurable into at least one of a taxi, takeoff and landing position, a napping position, and a sleeping position, and
wherein the first pivot point remains in a substantially fixed position for the taxi, takeoff and landing position and the napping position;
a swivel disposed beneath and supporting the seat (<NUM>), permitting the seat (<NUM>) to rotate about a pivotal axis;
first and second armrests (<NUM>, <NUM>) disposed on either side of the seat pan (<NUM>);
a first control (<NUM>) positioned in the first armrest (<NUM>), the first control (<NUM>) being provided to lock and unlock movement of the seat (<NUM>) in at least one of lateral and longitudinal directions;
a second control (<NUM>) positioned in the second armrest (<NUM>), the second control (<NUM>) being provided to lock and unlock at least the swivel; characterised in that the headrest bottom edge is articulately disposed adjacent to the backrest top edge, and
a third control (<NUM>) is positioned beneath the seat pan (<NUM>), the third control (<NUM>) being a manual override, wherein the third control is a foot-actuated lever.