Patent Description:
Aircraft seating configurations may provide for a seatback capable of breaking over during an impact event (e.g., accident or crash). For example, a passenger seat may broadly comprise a bottom chassis (upon which the passenger sits) and a seatback supporting the passenger's upper body, the rear of which seatback may face a second passenger sitting directly behind the passenger occupying the seat. The seatback can comprise, for example, a tray table assembly, tablet holder, literature pocket, display screen and console, or any combination of these components. In the event of a crash, rapid deceleration, emergency landing, or other similar impact event, the second passenger's head may be driven forward into the seatback. The seatback may then pivot, or break over, to a full breakover position at a predetermined angle with respect to the bottom chassis. Seatback breakover can mitigate head and/or neck injuries to the second passenger due to a head impact with the seatback.

However, if the seatback breaks freely from the upright position to the full breakover position without any regulation of breakover speed, the resulting disparity in velocity between the seatback and the head of the second passenger may increase, rather than decrease, head injury and neck injury criteria (HIC, NIC) and lead to preventable egress damage which may impede passenger egress from the aircraft.

<CIT> discloses an energy-absorption device implemented as a deformation element comprising at least one deformation portion which is deformable in a collision. The invention is also directed to a fitting for inclining the backrest, the fitting having a space for mounting the deformation element.

<CIT> discloses a seat system for a passenger aircraft including a passenger seat frame having a backrest support assembly and a seat bottom support assembly. A quadrant member is attached to the backrest and adapted to break away in the event of an impact with the backrest.

According to an aspect, there is provided an aircraft seat including a head impact criteria (HIC) device for a controlling breakover as recited in claim <NUM>. Further, optional, features are recited in each of claims <NUM> to <NUM>.

An aircraft seat including a head impact criteria (HIC) device for a controlling breakover is disclosed in accordance with one or more illustrative embodiments of the present invention. The device comprises a seatback and a frame. The device comprises a first energy absorbing member coupled to the seatback. The device comprises a second energy absorbing member coupled to a frame. The device comprises a fuse link encapsulated by the first energy absorbing member and the second energy absorbing member. The first energy absorbing member, the second energy absorbing member, and the fuse link are capable of transmitting a breakover energy associated with the seatback during a dynamic event. The first energy absorbing member and the second energy absorbing member are configured to rotate around a same axis. The fuse link couples the first energy absorbing member to the second energy absorbing member through a middle portion configured to break in response to the HIC device being subjected to a load above a threshold load associated with the dynamic event, the fuse link breaks, to enable the first energy absorbing member and the second energy absorbing member to rotate around the axis.

In the following detailed description of embodiments of the present disclosure, numerous specific details are set forth in order to provide a more thorough understanding of the inventive concepts. In other instances, well-known features may not be described in detail to avoid unnecessarily complicating the present disclosure.

In addition, use of the "a" or "an" are employed to describe elements and components of embodiments of the present inventive concepts.

Finally, as used herein any reference to "one embodiment" or "some embodiments" means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the inventive concepts disclosed herein. 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 of the inventive concepts disclosed may include one or more of the features expressly described or inherently present herein.

Embodiments of the present disclosure are directed to a head impact criterion (HIC) device. The HIC device is easy to fine-tune and affordable. The HIC device enables a seatback to break away during a HIC event and thus reduce the impact loads experienced by the passenger. The present HIC device uses two adjacent energy absorbing members rotating about the same axis (e.g., like scissors or pliers). The energy absorbing members are coupled together by a fuse link (e.g., break-away member). In response to the HIC device being subjected to a load (e.g., above a threshold load), the fuse link breaks which enables the two energy absorbing members to rotate relative to each other (which may transfer rotational kinetic energy associated with the seatback to the energy absorbing members). One energy absorbing member may include an appendage that, by pressing against the other energy absorbing member, further reduces loads experienced by a passenger. The fuse link may be manufactured as a sheet metal part that is easily modifiable (e.g., so that the performance of the system can be tuned for the requirements of the specific system).

<FIG> is a perspective view illustrating an aircraft seat <NUM>, in accordance with the present disclosure. The aircraft seat <NUM> may include an arm rest <NUM> (e.g., which may be configured to support a user's arms) and a seat cushion <NUM> (e.g., which may be configured to support a user's legs). The aircraft seat <NUM> comprises a seatback <NUM> (e.g., which may be configured to support a user's back) and a frame <NUM> (e.g., base, foundation, etc., connected to a floor of an aircraft).

An HIC device <NUM> is at a position between the seatback <NUM> and the frame <NUM>. The HIC <NUM> may couple the seatback <NUM> and the frame <NUM> (for example, using one or more bolts, one or more screws, etc.), such that the seatback <NUM> is attached, affixed, or secured to the frame <NUM>. The components of the HIC device <NUM> may comprise, for example, a metal (e.g., steel, aluminum, titanium, or an alloy thereof), however other high-strength metallic or composite materials (e.g., ceramic, fiber reinforced polymer, etc.) are also contemplated herein.

<FIG> is a perspective view illustrating the HIC device <NUM>, in accordance with the present disclosure. The HIC device <NUM> comprises a first energy absorbing member <NUM>, a second energy absorbing member <NUM>, and a fuse link <NUM>. In some embodiments, the HIC device <NUM> may further include a shear pin mechanism (not shown) to further reduce a load experienced by a passenger.

The first energy absorbing member <NUM> is coupled to the seatback <NUM> of the aircraft seat <NUM> (for example, using a bolt passing through the void or cavity <NUM>). The second energy absorbing member <NUM> is coupled to the frame <NUM> of the aircraft seat <NUM> (for example, using a bolt passing through the void or cavity <NUM>). The members <NUM> and <NUM> may each comprise a cylindrical shape or a rectangular-cuboid shape and may have a length (e.g., along a longitudinal axis) substantially greater than a width or thickness.

The members <NUM> and <NUM> may include one or more curved surfaces and/or bends. For example, as shown in <FIG>, the member <NUM> includes an energy absorbing appendage <NUM> having a tapered shape. The appendage <NUM> may be configured to press against the member <NUM> (e.g., causing the appendage to deform), which may further reduce a load experienced by a passenger during or after a dynamic event.

The fuse link <NUM> is partially or completely encapsulated by the first energy absorbing member <NUM> and the second energy absorbing member <NUM>. The fuse link <NUM> is configured to couple the first energy absorbing member <NUM> to the second energy absorbing member <NUM>, and may be manufactured so that the fuse link <NUM> fits snugly between the members <NUM> and <NUM>. In some embodiments, the fuse link <NUM> is attached, affixed, or secured to the members <NUM> and <NUM> using an adhesive (e.g., glue).

In response to the HIC device <NUM> being subjected to a load (i.e., a force measured in Newtons) above a threshold load associated with a dynamic event, the fuse link <NUM> is configured to break (i.e., fracture, snap, etc.). The breaking of the fuse link <NUM> enables the first member <NUM> and the second member <NUM> to rotate around an axis <NUM> (e.g., an axis passing through or near a center of the HIC device <NUM>). In this way, the energy absorbing member <NUM>, the energy absorbing member <NUM>, and the fuse link <NUM> are capable of absorbing a breakover energy associated with the seatback <NUM> during a dynamic event, and restricting a velocity of the seatback <NUM> during the dynamic event.

As shown in <FIG>, a thickness of a middle portion of the fuse link <NUM> may be smaller than thicknesses of the side portions of the fuse link <NUM>. The thickness of the middle portion of the fuse link <NUM> may be adjusted (e.g., during the time of manufacture) to change the threshold load associated with the breaking or fracture of the fuse link <NUM>.

<FIG> is a flowchart illustrating a method <NUM> of manufacturing an HIC device, not within the scope of the claims. The HIC device may be similar or identical to the HIC device <NUM> described with respect to <FIG>. The components of the HIC device <NUM> may be formed using additive manufacturing (for example, 3D printing by stereolithography [SLA]), injection molding, and/or by milling or machining, etc..

At <NUM>, a first energy absorbing member is formed. The first energy absorbing member is configured to couple to the seatback of an aircraft seat.

At <NUM>, a second energy absorbing member is formed. The second energy absorbing member is configured to couple to a frame of an aircraft seat.

At <NUM>, a fuse link is formed. The fuse link is configured to be encapsulated by the first energy absorbing member and the second energy absorbing member, and is configured to couple the first energy absorbing member to the second energy absorbing member.

It is noted herein that the term "length" may be construed as the largest dimension of a given <NUM>-dimensional structure or feature. The term "width" may be construed as the second largest dimension of a given <NUM>-dimensional structure or feature. The term "thickness" may be construed as a smallest dimension of a given <NUM>-dimensional structure or feature.

Claim 1:
An aircraft seat (<NUM>) comprising:
a seatback (<NUM>);
a frame (<NUM>); and
a head impact criteria (HIC) device (<NUM>) for a controlling breakover, the HIC device comprising:
a first energy absorbing member (<NUM>) coupled to the seatback;
a second energy absorbing member (<NUM>) coupled to a frame;
a fuse link (<NUM>) encapsulated by the first energy absorbing member and the second energy absorbing member; and configured to couple the first energy absorbing member to the second energy absorbing member;
wherein the first energy absorbing member, the second energy absorbing member, and the fuse link are configured to transmit a breakover energy associated with the seatback during a dynamic event, and
wherein the first energy absorbing member and the second energy absorbing member are configured to rotate around a same axis,
wherein, responsive to the HIC device being subjected to a load above a threshold load associated with the dynamic event, the fuse link breaks, the breaking of the fuse link enabling the first energy absorbing member and the second energy absorbing member to rotate around the axis.